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That I am not sure about. The Archer was lengthened in '74 I think, and got the taperwing in '76 when it was renamed the Archer II. I THINK (but I am not sure) that the warrior had the stretched fuselage beginning with its introduction in '74. I'm anxiously awaiting a few books on these...

The Warrior always had a tapered wing, starting in 1974 when it was introduced as the PA28-151. In 1977 it was given more HP and dubbed the Warrior II/-161. It never had the Hershey Bar.

I don't have a stick. I take off with fuel either at the tabs, or full. This way I know how much fuel I have and I can use my fuel flow to know what I've used and what's left. If the fuel is above the tab but not to the top of the filler neck, I simply keep track of it as if it had started...

Perhaps, but that depends on the present airspeed, weight, angle of bank needed, etc... A steeper turn increases the load factor and you might have to either add power or reduce AOA to prevent a stall.

The difference isn't that large, and certainly not large enough if the pilot is aware of it and compensates accordingly. An opinion of what happened isn't necessarily a superiority complex. If you don't like discussion of the accident, feel free not to read it, but no need to label anyone...

If the predictions work as well as actual Gogo internet, my airplane will be falling from the sky in a few hundred pieces when the alert comes through.

I've was starting and taxiing out of a tie down spot for a couple years(before I got my own airplane and hangar). This huge blast that's being talked about is very minimal in a small piston single at low rpm. I can move out of the spot at idle(900-1000 rpm) without any issue, airplanes next...

Granted, the controller's phraseology would have confused me too... I'd expect "turn left heading zero-three-zero" or "turn thirty degrees left" but not a combination of the two. If the pilot had positioned herself on a downwind for 35 as instructed, the heading change instruction wouldn't have...

Any pilot who flies a piston single into a busy airport like Hobby had better be ready for unexpected changes such as go arounds or switched runway assignments. If they aren't, they need to pick a different/slower airport to land at and drive the rest of the way.

To clarify on the oil change intervals, I changed it at 10 hours, then 35, per The builder's recommendation. Interval is 25 hours(personally set by me), so the next one is due at 60(tach is at 51 now). Manual that came with engine said "switch to AD oil at 60 hours, or when oil consumption...

My dad has a 912is in his airplane, it's been a great engine. But I wanted a little more speed and payload. They do have their place.

It was previously using a quart every 9-10 hours. It's needed a quart every 5 or so hours for the past 10 hours. Sorry if my post was confusing. I don't think the leak is where it's going either. If I was losing a quart in 5 hours the entire engine compartment would be an enormous mess. I'm...

Oil temp is fine. Pressure is close to 100 cold, warmed up it sits around 60-70. Plane performs fine, 1000 FPM this morning with almost full fuel and 400 pounds of human, field elevation 850 and about 65-70 degree temps. I've thought that the probe might be reading incorrectly. The rest of...

I do have a 4 channel CHT/EGT. No anomalies, except #3 likes to get hot. It would go to 450 in a climb on a hot day if I let it. Baffling has been checked and is ok. Installing a modified winterizarion plate helped though. Level cruise flight the temps are all normal across the board...

Yep. Permanent certificate revocation is in order! :P

O360A4M. I'm also inclined to think it's early but the increase in consumption has me a bit worried. I guess I could let it run down to 4 and see.. I wrote the last interval off as a fluke but now it looks like this one will be the same.

I'm at 50 hours on the new engine. Runs great, but the oil consumption seems up there, using a quart every 5-6 hours. For the first 10 hours it was ran at high power settings, very minimal idle time, etc... After that reverted to more normal operation per the builder's recommended break in...

Sun, rain, wind, hail, snow and ice, animals, other airplanes, ramp monkeys, tugs, vandals, etc etc... My airplane will never live outside unless I'm tied down overnight somewhere that I can't get parked inside.

Haha! That is crazy. Wouldn't have been a bad idea. My airplanes were so tail heavy that they were pretty hard to land:)

I normally put some lead in the tail to get the CG back to where I liked it, which would produce some nice inverted flat spins:)