Mooneymite

Any time you go beyond the "demonstrated" crosswind, you are a test pilot. The manufacturer, in effect, says, "it's up to you, Big Boy". However, abiding by an 11 knot crosswind would certainly limit your flying. Watching the various Youtube videos of Boeing crosswind demonstrations, makes me believe that the test pilots are merely trying get it on the ground without damage. There are an interesting combinations of techniques, but I'm a believer that the Boeing landing gear structure is "very stout". I personally (very personally) know a pilot that landed a B-757 15 knots in excess of the demonstrated crosswind limitations without incident and didn't get reprimanded. However, he didn't receive any hero-pilot pay, either, so he wonders why he did it. Operating outside the envelope, it's all on you.

I bought $9 worth of seat-belt webbing and made these: Carry them in your flight bag...they'll work on a lot of different airplanes. All the adjustments are made via the back seat belt. Disclaimer....these are definitely NOT certificated/PMA'd, or even recommended. They are what they are....supplemental seat belts.

Yes....

I have no first hand knowledge of this item. I just happened to see it on Barnstromers.... Seems too cheap to be true. GARMIN GNS-430W • $2,500 • AVAILABLE FOR SALE • Garmin GNS-430W Com/Nav/GS/GPS/WAAS 28V unit. Unit comes with fresh FAA-8130. Text or email. • Contact Randy Moran located Chattanooga, TN USA • Telephone: 423 668-0809 . • Posted August 24, 2014 • Show all Ads posted by this Advertiser • Recommend This Ad to a Friend • Email Advertiser • Save to Watchlist • Report This Ad

My experiences at ROA Landmark have generally been expensive...the most expensive avgas by far, in a 50 mi. radius and unless you buy the pricey avgas, the tie down/facility fees are high. There are no close by alternatives. Having said that, the line personnel are excellent, the FBO was recently remodeled and the front desk is friendly. Landmark really likes monopoly situations...so if you like Landmark, you'll love ROA.

. There are only three rules for making a perfect landing everytime. Unfortunately, no one knows what they are.

Let me know, too! When I looked through the Plane Plastic's list of parts, I didn't see this offered, but I never called.

Hank, I was out of town, but please do call next time you're up this way. FFC is, indeed close by. I got my Mooney's annual signed off just before I left, so I should be good to go, next time you're up this way. There's a GREAT place for lunch near FFC ( http://barnstormersgrill.com/), but it's a grass runway I consider too rough for my Mooney. We could fly over in my taildragger.

From AIN: Europe Delays ADS-B OUT Equipment Mandate Europe has delayed the mandate for ADS-B OUT equipage in its airspace. The earliest ADS-B OUT requirement in Europe was Jan. 8, 2015, for new aircraft, with retrofit installations due Dec. 7, 2017. The new dates are June 8, 2016, for new aircraft and June 7, 2020, for retrofit. The revised date for retrofits is more closely aligned with the U.S. ADS-B OUT mandate, which requires the equipment to be operational in aircraft that fly where transponders are currently required after midnight on Dec. 31, 2019. While some aircraft owners and operators are no doubt hoping that the U.S. mandate will be delayed, FAA Administrator Michael Huerta has repeatedly said that there is no chance of this happening. Speaking late last month at EAA AirVenture 2014, Huerta said, “ADS-B OUT is one of the foundational elements of NextGen and it allows us to bring you many benefits. I know that many of you are concerned about the 2020 mandate to equip with ADS-B OUT. There’s still a five-and-a-half-year window to get that done, but the date is firm. I encourage you to equip before the deadline to avoid delays at repair stations as the deadline draws closer.”

I'm a big believer in "on condition" and have no compunction about running an engine beyond TBO assuming the vital signs are good. However. Nothing lasts forever. At some point, the engine, not you, may make the decision "it's time" forcing an off-airport landing and all the associated "relocation costs". When my first engine went over 2400 hours, I went the factory reman route. I have no idea if that engine would have gone 6000+ hours, but the manufacturer obviously suggests otherwise. It isn't just the engine that's beyond TBO, but a lot of the pieces and parts necessary for reliability are also getting old (the engine driven fuel pump comes to mind). At some point, the cost of maintaining reliability will approach the cost of an overhaul. Your mags may just be giving you a gentle nudge.

Anti-seize and oil do different things. It is interesting that in the automotive world, spark plugs with a special metal sheathing, should NOT be installed with anti-seize. However, I think we can rest assured that no such technological innovation has entered the certified aircraft world!

If you've ever had a spark plug seize, it makes you a believer in anti-seize. It is not a "happy event". The darn thing would not come loose using every trick known to man. Happily, the engine this occurred on was headed back to Lycoming on a "factroy reman" deal. I never got the plug out and I suspect Lycoming just tossed it. Also, I'm not sure of the overall impact, but putting oil on the threads changes the torque value for spark plugs. All of this may well fall under the classification of "angels on the head of a pin". It's hard to argue with 40+ years of success.

My gut says your gut is right. For young adults (screen-agers), the virtual world provides a much more cost effective thrill than aviation. When young people get on board the jet, the only technical question they ask is, "Does it have Wi-Fi?".