John Pleisse

Oh and one other thing (not to pontificate). What happened? In FDK, MD there is a top notch flight school. Great fleet of planes and BS-AV-Grads...most from ERAU. They don't fly much, don't take on many students, basically work banker's hours and really not highly motivated. 7 years ago, if you walked up to the front desk of a flight school, any one of 7 to 10 CFI's would be waiting, headsets in hand, ready to pounce on a new student. They would be willing to fly long hours, at night, early mornings, etc. just to log time in some peice of Sh%$# 10,000 hour Skyhawk, . Is the ambivalence purely a function of airline hiring?

I'd toss in John Pallente and Wayne Fisher. Wayne is a Master CFII in the desert SW and Palente is a career Nacca guy, so you learn a lot about the inner workings of ATC. John (last I recall) was based Atlantic City. Both teach high Alt. We all seem to be tossing in names of established MAPA type people. I notice many new opportunities here in MS...dozens of guys who are CFI's. Parker, Byron, Jesse...I'd come to you, but you are all west of the MS. I need instruction too.

I have 2 Bose and 2 Lightspeeds (not Sierras). I find performance and comfort directly proportionate to price..literally. Sorry your plane was broken into....total stinker. I'd get the A20's...

Quote: scottfromiowa Me too...The ONE feature I really covet in the late model J's...sigh...

I wish I had bought an 84 or new J with fold down seats for clubs, etc....

Quote: maropers I am 6-1 235 and routinely take a neighbor who is 285. I move his seat nearly full aft and mine one more knotch back to be in legal cg. And incidentally...the belts in the 201 are connected to the seat too...the shoulder harness is obviosly not. I had mine rewebbed a bit longer too!!

Quote: maropers Not so much the belts in my plane - they are anchored to the seat - that said when I replaced them I gave myself and my passengers a bit more adjustment by lengthening the latch side.

Look at your W&B Charts....there are seperate stations for various seat postions. This could help mitigate some moment problems of a heftier passenger and hedge your bets.

My Aspens are flawless....albeit only 30 hours so far. The ESV is surprisingly readable and not a distraction. It seems like the ESV would be a real benefit night VFR or on a non precision type approach. Took me a while to let go of analogue needle positions. Still not used to watching the tapes unwind really fast in a steep decent.

I love you guys to death, but 10.8 @ 8.5k, 1365/375 never hurt a thing and made Lycoming 4-bangers legendary. Twist those knobs and fixate on the GEM all day!! 2.8 gph for two thousand hours= a factory new top. Either way, see you at TBO!!!! I am still waiting for my POH supplement from Lycoming (holding my breath...turning blue....gasp.....). Great science and pertinent to big bore Continentals.

Quote: RJBrown Point of warning about 231s. Induction ice CAN form and cause a loss of power under those conditions. Happened to me at 22,000' just south of Co Springs. Even with alt air there is quite a loss of power. Basically was on the ILS into Centennial all the way in. Got power back at about 10,000'. Read a story about a delivery pilot over the North Atlantic being forced down to 2 or 300 feet before he got power back. He was stuck right on the deck until the clouds cleared. http://www.mooneyevents.com/engine2.html

Quote: Shadrach

Quote: rbridges Seems reasonable to me.... The trim wheel would be the least of my worries

Quote: jetdriven Chinese company bought them.

You live in a major metropolitan center...hangars will cost you. That So FL sun will eat through your paint, glass and interior faster than you can write your monthly hangar check. We pay $400+, 40 miles NW of Washington DC. I say you get what you pay for...definately...hangar.

I have one...already PM'ed you.

Quote: fantom Yep...it the port of Miami, sans cruise ships on a Thursday evening.

G. In the last photo looking out the rear window, is that the port of Mia- and the Rickenbacker to Key Bisc (very back)?

Brake horse power and engine bore size don't always add up. It has also been estimated that an IO360-A3B6 with all of it accessories and weight ends up really being 10-12 HP less than rated.

I can't quote FAR's, but I was told by a MSC IA it was ok. I flew my 201 from DC to NJ with the entire interior out, with the exception of the pilot's seat and seat belts. It was kind of creepy and really noisey.

ANN took a bite of the apple, as did Cirrus. The problem with the aviation press is they never deal in cash, just favors and trade for consideration and freebies. This creates slant and hype with products. Really....is ANN that dense? Personally speaking, this ANN rant reminds me of that law-suit-happy-Mooney-wanna-be-journalist down in Florida. Oh...the Chinese got their just reward too.........Cirrus.

Wait until ethonal starts to dump water in our engines and we have no say over it.