rdav

Quote: DaV8or Typically what happens is, there is a bankruptcy sale and the type certificate is offered at some price. Usually some company will buy it, or in some cases, a group of type owners will buy it. This is usually done more to keep the fleet flying rather than future aircraft production. If nobody wants the certificate, it gets surrendered to the FAA and it becomes void and all the planes become unairworthy I guess. In the case of Mooney, this will not happen. There are enough planes flying and enough enthusiasm for the type that someone will buy it.

I agree with Scott. I've never had to use much force to overcome the PC .. could this be some other problem in the flight control system. Definitely something to test while taxiing in circles rather than in the circuit!

I've landed on a paved strip in Nelson that felt like grass. At first I was certain that it was my landing technique that was off that day .. it was only when I taxied back and throttled up for take-off that I realized all of those dips and bumps were actually part of the surface of the runway.

Not yet, but it is on the list. Its easy to dream up a lot of upgrades for that panel space!

Does anyone have an idea for treating a dipstick that is soaking up the fuel so it can be used without contaminating fuel in the tank? I have a handy sized dowel that I use, but it does like to draw up the fuel. If I could stain it, or paint it, that would be ideal.

When I bought my plane, I had it weighed so I could be certain that the figures were correct. If there's any doubt, that would be the best way to resolve it. I develop STC packages frequently at work, and need to generate weight and balance amendment data as part of the data package. Those figures are a best estimate, especially if components like wiring or hoses are involved which are distributed across the airframe. As more modifications are added to a particular aircraft, the aircraft computed weight and balance figures become more and more inaccurate as the errors compound.

If your ELT complies with TSO-C126, then when it is triggered it will send one signal on 406 MHz to the orbiting satellites and another low-power signal on 121.5 MHz to allow SAR to home in on your location. I believe the FCC rule is meant to prohibit ELTs that are certified against TSO-C91 or –C91a, but they need to clarify the requirement. AOPA and the Aircraft Electronics Association are actively working to quash this regulation, or at the very least postpone it to give owners enough time to install TSO-C126 compatible ELTs on their aircraft.