clh

So, back to the question about the announcement... Wonder if it has anything to do with the statement mid-way through this article? Scaled sent him a job offer the day he graduated. That was almost 10 years ago. But the day of the mudslide was actually his last day working at Scaled. His hobby, designing, building, and testing airplanes, has become his true passion. Starting the next week, it will be his new job. “I’m a test pilot now,” he says, with a grin the size of the Sharpie shark’s. He’s going to do for-hire work, like today’s test, and do a full work-up of a new plane from Mooney Aircraft Company, which no one has ever flown before. http://motherboard.vice.com/read/the-spaceship-engineers-who-build-their-own-planes

Message me a phone contact number, we can see if we can work something out.

I'm in town Monday. Where in Houston are you?

looking for a pn 27-121 wheel bearing dust shield/dust cover. anyone have something like that sitting around the hangar? craig

I think they are rolling out their new website..... May have a few glitches in the process. I have downloaded them in the past, so I am sure they are still there. It may just take a while to get everything working correctly. Good luck.

for my stock cowling, it was a drop-in....

I purchased a E with about 100 hrs, Insurance the first year was not too bad and got better. Just to add to the pile, you can get a very good condition, C,E,F,G with speed and avionic upgrades for about the same price as a ragged out J. Take your time they are out there, but do not stay on the market long. The turbos are a much more complex and costly plane. I would not recommend them unless your mission requires them, or you enjoy sucking on O2. If high altitude capability is a must, then go with the turbo, but if most of your time is below 10-12k. I would go with NA. As to long, short or middle body, I Highly recommend you try all three and decide what suites your mission the best. I was set on a mid-body when my E came available. I have had myself and three FAA sized passengers travel from Texas to North Dakota. Keep the stops every three hours or so and it is not any worse than my last airline trip in coach...

lol +1 on the it is not possible to do a hard landing... Seriously, I have seen pictures of where the landing gear was punched up through the wing. Since there is less travel in the gear, I would think a "dropped" Mooney would likely provide a faster deceleration to the ground. The nose gear looks like it will fold back or collapse and the cowl/engine would fold back similar to the cessna. Also, Mooneys would just look better when they crash\ To Pinerunner: How old are your biscuits? When I changed mine, the ride significantly improved. Still much stiffer than the brand C or P,

my situation was the same as yours. i got a partner and it worked out very well.

Hey, cnoe, I think you have seen a dresser tube fail before.........

in general single engine pistons are not welcome at kiah, and landmark has a similar reputation... i know it is possible, but think flying from AUS-IAH commercial would be easier and cheaper.

Just completed a Texas to South Dakota VFR round trip. If you have extra days, it is very do-able. (thunderstorms rarely stay in a fixed spot the entire day) Just plan to set them out along the way Alternatively, plan on a couple of extra hours in route dodging the cells. We did have a couple of hours of VFR over the top each way, but there were large areas of clear skies on each side I would be very hesitant to launch without some kind of on-board weather advisory (ADS-b of XM) just to keep an eye on what lies ahead. I fly towards the clear/unlimited areas.

Am having a discussion about the alt hold AP. Was hoping not to have to travel to an MSC just to check if the trim is in spec. Might be the best way to go......

Rather than start another topic. I am wanting to check the trim on my plane. The only source for travel boards that I have been able to find in not available. Anyone know where I can get the boards? thx craig

Sent a pm

+1 on the Piper Cub or like, (tailwheel will teach you how to use your feet) In Learning to fly you will have quite a few harsh landings. It is best to do that in an aircraft that is more forgiving, Once you have most of the big bounces ,etc out of your system, then transition to a less forgiving aircraft. Legally, you can train in anything, but IMHO, it would be preferable to do the first part of learning in a slower, simpler aircraft.

You would probably only want to put it on scales for your personal reference. . Most planes loose a substantial amount of useful load. I was quite surprised when K&W weighed mine.

I have the parmethus (or however you spell Welen's light). It is noticeable brighter than the 4509 it replaced. I mainly did it for the current draw, and I was tired of the ^%$& bulb being burned out when I needed it. With all the electrical items running on board, the alternator was running very close to CB limit. Now, the Ammeter barely moves.......

My original aircraft log has the purchaser and warranty information section......

I have heard that heat is the main issue with empty tanks. ie if the wing sets in the sun empty, it degrades the polymer faster. I think this is also true for the older polymers. I think the new ones are more resistant. I am just an old chemical engineer, I did not sleep at a holiday inn express last night......

I don't know, but take a look at the rollers on the seat. if the rollers are worn, could it allow enough slop for the pins to clear the holes?

I have a three blade and I know quite a few folks that have two blades. The consensus of opinion is that: 3 blades... Have a better climb, but slower cruise, may be quieter but could have vibration issues, Three blade (except the MT composite) props are heavier than two blades. three blades are more expensive to overhaul, but look better. (The last was my opinion and has no more merit than that)

Will they continue to ground pilots for delusional behavior? As much as I would like to get rid of the annoyance of the medical. I think it will not likely happen in my lifetime....

Backfires can occur whenever you have excess fuel in the exhaust. This could be as simple as not good atomization by the fuel injectors at low flow. The loose exhaust above was likely caused by the backfire. I has some popping when I quickly pulled to idle a few years ago. Cleaning the injectors and the spider appeared to clear it up.

his last medical looks to be 1980,