Immelman

If you want to know where, I believe CAR3 and FAR part 23 discuss the the certification requirements and include all sorts of things including load factors.

I hear you, and I am not suggesting flying is 'just a job'. We're lucky to do what we do. But what I am saying is this: when it is one's livelihood, the work/life balance is something that has to be considered over the sexiness of the airplane. As best as I can tell, the days of flying a 74 for good pay & schedule are over (aside from UPS?) here in the states. Maybe I am wrong.

When you get down to brass tacks doing this for a living it all comes down to these: What is the total compensation? How many days off a month? How many nights a month away from family? How much back side of the clock, and the degree to which someone can tolerate sleep on-command in odd times or places. which determines how much of a zombie you are on your days off, possibly contributing to an early demise. The sexiness of what airplane will fade fast, very, very fast, if any of the above create an imbalanced or unhealthy life.

A friend of mine was offered UPS 747 (and was young enough to retire very, very senior at UPS) and, at the same time, Delta. He took Delta. I think he'll come out ahead.

Sounds like the real experts here have weighed in. Thank you GeeBee & cliffy. I am an A320-series flyer, and aside from missing flying an airplane the way an airplane was meant to be flown, when the automation is turned off, (at least I get to do that in my Mooney) it is a great place to work. We all love the 321neo.

IR is the following: - Procedures, rules, regulations. Attitude instrument flying, partial panel, how to fly an approach, how to read and brief an approach, how to get a clearance and understand what it means, what do do when you lose comms.. - Familiarity with your airplane and its equipment for the above - Judgement & decision making (comes with real flying, x-c training) SHOULD you go, how much gas to take, and what is your plan B/C. This is different from learning the regs. Understanding ATC (real world) and the IFR 'system'. - Multitasking.... time-slicing your tiny brain which will lose most of its IQ when trying to divide attention between all of the above. A sim is great for the first one, poor for the second, marginal for the third, and will help for the last one. And like the one above said, you can hit reset and try something again, rather than going through the motions to set up for another approach or hold entry burning fuel and instructor time. Go go get a good CFII And use that sim til the weather improves, then move to your airplane.

Regarding your flap pump... There are two possible types of O-rings used between the pump halves. Some pumps used a big one, some a small one. It is one or the other. When I bought the lasar kit last year, it included both types. The proper o-ring fits in nicely, no squashing, and nothing bulging out the side. Use the smaller one.

http://donmaxwell.com/fuel-tank-repairs-how-we-fix-them/ https://www.aircraftspruce.com/catalog/appages/prosealant.php?clickkey=16658 ...etc... Sounds like you need to likely patch less-bad tank to get it safe to ferry someplace else. Or perhaps try the the leak-detection method above and patch on the bad tank too?

2-3 weeks out all you have is statistics and seasonal averages. You also have time to start studying the forecast discussions, wind aloft, and other long range forecasts (long range being 3-7 days) and see how those play out over the coming weeks. You can decide whether you want to be somewhere on a specific itinerary (buy an airline ticket), or if not, to what degree of time slippage on either side of your target date/time is required to allow crap weather to pass should that happen when your trip comes if you still want to fly your Mooney. And with enough schedule flexibility you will be able to... its just a question of how much.

Wow, ok, well I learned something new today!

I would highly doubt LED strobes would cause any noise issues. I wonder if something got bumped, or scraped, or the cluster gauge ground is compromised?? Only educated guesses, I am, ATP not A&P, with some EE back in the day...

I quite enjoy the handling of my E. Count me as one who prefers the pushrods vs cables. Once you have your Mooney flying along trimmed well it my as well be on rails. The one thing I am not too enamored with is our iddy-biddy rudder. Mooney lengthened the rudder somewhat in later models, though I have little time in them for a direct comparison. Its not terrible, but I feel like I need more in strong or gusty winds, forward slips, and that also results in a bit of a jumpy handling tracking centerline once the nosewheel is down. Of the airplanes I have flown, I thoroughly enjoyed my time in a larger turboprop Beech which gave me a lot of respect for their engineering and handling. If I had the means and were shopping for an airplane today I would probably go Bonanza, and I will get all the flames for this but its because we are now a family of 3+dog and a short-body Mooney -- as does any 4 place airplane -- runs out of space quickly. I've been very happy with flying a Mooney for the reasons I first bought it for (2 people, traveling, some occasional unpaved). I would rather not own a PA-28 or C172 of any sort.

Nicely done. I quit at 210. I think our airplanes could do 250. Risk starts to go up quickly with any O2 issue. What an amazing wing we have...

FYI, here is now that is handled in the part 121 world: An airline cannot function (very well) without being able to fly with things that are inoperative (safely) under the provisions of an FAA-approved Minimum Equipment List. I just got a bulletin adding ADS-B to the list of things that can be inoperative. If ADS-B is out, the flight dispatcher has to coordinate with ATC ahead of time and get the OK before each flight. The specifics of what they do are opaque to us pilots. But I cannot see a situation where that would be denied, grounding the airplane where ever it is (perhaps halfway across the country from the nearest maintenance base). You keep on going, hauling revenue, perhaps for several days until the plane and parts are in position to get the maintenance done.

I put a skybeacon on my wingtip in early 2019. I dont think it came with a placard. We used a label maker...

I am not an expert having only done a couple of patch jobs, chasing one pesky leak, but I do remember how frustrating the whole ordeal is if you open, patch, wait, seal, fuel and it leaks again. Very frustrating indeed. If you used the maxwell method, I presume you applied vacuum to the fuel vent. To my knowledge those are not one way valves, just vents, air should be able to flow in both directions. I am very much a proponent of patching leaks vs reseal but perhaps it is time to completely redo your right tank? If you're in MI you're not nearly as far from MN....

Keith, Thank you.. I may take you up on that if things dont work out here... but for now I think I have it sorted out. I will send you a pm if I need the 'old way'.

Rich, thank you. I looked at things closely this evening. It all makes sense.

Thanks carusoam... this is one of those tricky situations. Original slickstart instructions (that I do not have) said one thing. Champion changed the instructions to now say something different.. airplane looks like its not wired right for either.

A favor to ask - could anyone with a slickstart send me a few photos of the wiring at the magneto, and bonus points if you could tell me if the lead that goes from slickstart to P-lead is shielded or not? Could you also let me know, if if your starting mag had a retard breaker, if you know whether the lead from the retard breaker still goes to the ignition switch, or only to the slick start?? I have a slickstart in me E. The engine has become progressively harder to start over the past several months. In troubleshooting I found that the slickstart was apparently not functioning, so I began to plan a surefly sim installation, but I thought I should give the whole slickstart install a once over. Lo and behold... it is wired up differently than in the manual, likely an older (original) setup where the slickstart energy was routed through the ignition switch. Champion says don't do that anymore. I disconnected things and tried slickstart jumpered to the mag per the instructions and it works! What a mystery.... was it ever wired up right? Did some hangar elf disconnect something in the past? Its time to make it right.

You're good. The 1-hour protocol thing was debunked for me, that wasn't even necessary for the rebate.

Just curious have you contacted surefly on your plug issue? I may be in the market for one of these soon and yours is the only concerning report, so I'm very curious to hear what the problem might be.

I will add one other thought: A go-around in a turbojet airplane is much more of a handful than in our Mooneys. Things happen in a flash, you don't do it often, its very easy to bust a flap or gear speed, or altitude. Things happen very, very quickly. You're also typically sequenced around for another try with an approach controller and your pattern is thus much larger. You chew through a lot of fuel which may be in short supply. Frankly our Mooneys, unforgiving as they are for landing compared to a Cessna or Piper single, are still easier to land than a jet because a piston aircraft is inherently more forgiving of a lousy approach setup. So doing a go-around and quick lap of the pattern is more preferable in a piston than a jet airplane. So while it isn't particularly fair the way that it worked out for you, with the controller's spacing error (perhaps it was the approach controller's spacing error, or the jet crew's speed reduction), it probably was the right call to have you do the go around vs the jet. Somethings aren't fair that way.

Ballsy. I like it, well done!!! Only thing I can think of... I dont know where 'Bravo' is, but if you're fast, you'll likely be landing long. You've already done the guy one favor by agreeing to keep the speed up. They get the favor. They don't necessarily get two favors. Next time consider 'unable' to the second request. The controller needs to see and learn that their plan isn't working before their late go-around call and your ass-chewing.

Log what you want to log..... whatever floats your boat! But its really only needed to prove the requirements to obtain your PPL, and then later (for specific portions) of your CPL. I quit logging solo many years ago. I do log some other things that I don't really need to just for my own amusement.