M20F

I have personally seen a MU2 and a King Air both experience gear door/aileron/etc. damage from treads coming off and bouncing onto the underside of the wing. The most obvious example of a retread separating would be the Air France Concorde flight where the FOD caused the tread to separate and led to a catastrophic loss. You will not get a separation like this on a new solid tire. In the world of commercial airliners a retread is infinitely less expense than a new tire and if that tire fails, it will likely have no impact to the safety of flight because you have multiple tires on the landing gear which is designed to suffer single tire failures. When we are talking a GA airplane though a tire loss is a bit more catastrophic and the difference in cost between a retread and new tire is very small. Given the $$ difference I would rather just spend $60 and throw away 2 mains every 2-3 years. This is just my logic.

Should have done the math on that one..........

I think Don, I, and others tried to provide some information on the topic and you disagree with the information provided. No worries, I am going to move on from the thread now though.

Add the first part "appreciably affect"

That works out to about $83 an hour which short of pencil whipping is cheaper than you will probably do it yourself now that 1500hrs are required. Keep in mind the airline industry is about the only place where you can have lifetime earnings $5-6M with a high school diploma. It is somewhat like winning the lottery but for those who the stars align a bit for they do exceptionally well and even the guys who get to the majors late or don't get there at all it is still a good long term paying gig.

I buy the cheapest tires possible, they are airplane tires not car tires. I have noted no difference between expensive tires and cheap tires on water, snow, etc. I probably change mains every 2-3 years and put a new tube in as well (cheapest one possible). My nose tire is dry rotting (it is 5yrs old) and will get replaced this spring. Never had a leak, blow out, etc. in 27yrs. In the transition from winter to fall I usually have to add some air, other than that easy as pie. I have never used retreads but if you do get a bad one (and it does occur) they will separate and you will have a bad day. For a GA jet or an airline the cost differential is immense between retreads and new tires, they can also handle a single wheel loss much better than we can. I would just as soon put on a cheap solid tire and not worry about it, the price is about the same (or less). My 2 cents.

This is how your Garmin 430 was granted a field approval. There is no "Approved" data to install a Garmin GNS-430 in a Cessna 172. Garmin has an approved STC for a Mooney which they provided to us. You do not own a Mooney, but the installation in your Cessna is close enough to the Mooney, that I submit the Mooney STC as "acceptable" data to form the basis of the field approval. The FSDO looks at the data and says OK, the Mooney and Cessna are close enough, and we will approved the Cessna installation based on the Mooney. If Garmin had no STC for any aircraft, but the GNS-430 was PMA'd, I could not submit a 337 to the FAA asking for them to OK this installation in your Cessna. I have no data for them to approve, and they will not be put in the position to make an "engineering" call on the suitability of an alteration. In this example it is a 337 with the STC for another aircraft submitted as the basis for approval. This is the same thing Whelen is saying you do in the document you cite.

http://www.dvatp.com/aviation/stc Read down a bit and there is a box that goes into detail and gives an example using a Garmin 430.

If I am just by myself or otherwise light, I carry my full toolbox which has just about everything you can imagine in it. Gives me 80 or so pounds in the baggage compartment so I can pick up a knot or two from aft CG. At minimum I always carry spark plug socket, socket wrench, screwdriver with assorted bits, safety wire pliers, channel locks, set of wrenches in a nice roll up bag, jumper cables, volt meter, and a rubber mallet. This all just sits in a bag in the tool box so I either pull it out and take just it, or drop the whole tool box in. In my flight kit that sits in the back seat is a leatherman, radio wrench, and one of those digital hanging scales for weighing bags.

Don got his put in with just a log book entry (see above link), I am somewhat researching for my F but in my case there is a clear STC so no worries. May want to call Mark at Lasar and see what he says.

What is your budget?

Correct B is the first all metal version. http://www.mooneypilots.com/mapalog/woodwing.html http://www.lasar.com/sales/buyers-guide.asp

What is your typical mission? Do you fly a lot of long trips with all 4, 100-300NM trips, etc.? While the kids are small today that won't be the case in the future. Depending on what your mission is a 182 or similar might fit you better as people get heavier.

They are.

Freezing level comments are relevant. Flew a twin commander for a number of years with a similar venturi setup, let's just say when the other end freezes it gets interesting. We went back to GatorAide bottles (my hands are bigger than Trump's or Rubio's).

The plus side is your commuting plane will be newer than your work plane. I hope it works out for you, looks to be a good one at a good price.

If I run for example left tank dry, land, refill left, start on the right, and the flip to the left it coughs and sputters a fair amount. It doesn't die and after 4-5 seconds its smooth again. That may be just coincidental to mine but your results may not always be the same.

Correct the stall horn indicates a wing stall (as does probably every AOA indicator in a GA airplane). My comment was that understanding the actual concepts behind a stall beyond Vs/Vso and the horn blaring is important, not that the stall horn is going to blow when the tail stalls. Sorry if my response was unclear. I don't think about theory but I am pretty cognizant of what happens when I pull back on the stick base to final, the people that don't are the ones we read about.

Unlike Texas we have oil money It also isn't exactly fun getting out of a nice warm tractor cab at -30F with a 60 knot wind to open a gate...

It is a really nice view along the river there, great little spot that I am flying to more now. The towers when departing to the south aren't something I would like so much in IMC though.

Don Maxwell posted how to adjust to MAPA list today by chance. EPSON002.PDF

The concept is to use building blocks of learning that lead to correlation. We don't want pilots who are robots, we want pilots who are correlative thinkers that can figure their way out of a problem. Thus experiencing the buffet of an impending stall followed by the break of actual stall is an important step in achieving that. Many add onto this with spin/unusual attitude training so you know what you are into when it happens by accident and because you have seen it before you know the steps and have the confidence to rectify it. Understanding the aerodynamics is important to the mix well, while we spend a lot of time with push down with a stalled wing recovery, a tail stall works opposite and you pull the stick back. The more you know the moving pieces and how they actually work the better off you are. If all you have to go by is just rote memory that is just going to serve you up to a point.

If you want to break the trip up a little bit, KMKC should be close to your route of flight. It has nice big runways and isn't exceptionally busy and reasonable gas ($3.70 right now and usually cheapest in the area). You can park on the GA ramp for free (don't go to Atlantic/Signature), they have tie down ropes and what not. Very nice terminal building as well. Very many awesome places to have lunch in KC (Q39 being my favorite if you like BBQ, get the burnt ends). If you want to spend the night the Power & Light District is the place to be. Uber ride is like $10-12 to just about anywhere you want to go. Have fun, and remember the best part about visiting Kansas is you get to leave!

We are more innovative in North Dakota, gates are for suckers!

Because it isn't particularly efficient or user friendly in my view. I have the option for digital checklists on my MVP-50 in the Mooney and don't use those either. A laminated flip checklist I find is easy to use in all operations and least distracting. Like Tom and I am guessing many others I use the checklist in hand for items prior to flight operation (pre-flight, prior start, start, taxi, and prior to take off). In flight operations I use memory/flow and then follow up when in a safe configuration with the physical checklist to verify I completed the steps. On final I only use GUMPS which I do either on base leg or shortly prior to FAF with no reference to the checklist. For take off and landing PFD/MFD split on the left screen (instruments top / engine cluster bottom) and the MAP up on the right.