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But what if I am the one adjusting gross weight? Can I have the passengers do the preflight for me?

Well, I am ready for my license to learn, and I did it in my beautiful Mooney. I would like to thank everyone on here for the advice you have given me.

While working through my certificates and ratings I would always use the preflight, in a Zen sort of way, as a time to clear my head of distractions and mentally prepare for the flight. Maybe this is why it doesn't feel right for some people to do the preflight the night before. It's not that we are worried that the brake pads have gotten to thin over night, it's that looking at the brake pads is one of the many steps that helps us "get in the zone" and feel like we are ready to act like a pilot. When flight instructing, and now as a corporate pilot, I'm almost always getting into an airplane that someone else has pre-flighted, so i've found other rituals that get me ready to fly. Now, when taking the family on a trip, I'll frequently do a complete preflight in our locked hanger the evening before departure. I think that I'm more methodical, and my routine is less likely to be interrupted if my family isn't sitting there waiting for me.

I flew my cherokee out to Brittain this time last year and he installed the accuflite and accutrack in it. I had nothing to begin with, not even any parts. Took him 3 weeks to do, but has been the best thing I have ever done. I was originally told it would be a year wait, but I called atleast once a month and finally he said come on. Ended up only waiting about 2 months. I find I use the accuflite, heading bug, way more than the accutrack. I think it's one of the best autopilots going. It has vacuum and electric running it. The whole system was installed for less then the stec 20 system would have costed just to purchase the system.

So it's a consensus: we all like to spend way too much time with our birds, checking them the night before and then again before flight. I figure the peace of mind that is brought by an extra five minutes going through the pre-flight is worth every penny. And I am like that other poster that really just CAN'T fire up the engine for the first time of the day without a pre-flight...it gives me the heebie-jeebies. On subsequent flights, I just make sure there is no obvious oil dripping anywhere and everything looks good. Although this bit me on Saturday, as I had pulled into Anniston AL to pick up an Angel Flight passenger. The lineman chocked my front wheel and I didn't notice it, and of course didn't catch it on my abbreviated pre-flight. So here I am with the plane all fired up and ready to go, and can't move. I HATE THAT! Easy fix, but it looks so unprofessional.

With a procedure where the plane is jacked from the wings, and the prop is later lifted, it doesn't really take much force. It can be lifted by hand and that's from someone who doesn't work out. I am skeptical that this could possibly cause damage. Now, if someone decided to jack the front of the plane up 3 feet or so, I can see where there would be more stress on the prop.

I am like you where I live 5 min from the airport so if am taking off in the early morning hours or going on an extended trip I will do a thorough preflight the day before as well as get my fuel, top off the oil etc when it is in the daylight and in a more laid back atmosphere rather than trying to poke around with a flashlight during the rush of the morning while trying to get out and stay on schedule. Also, it is much better to find any potential no-go issues far enough in advance that I can change plans (aka climbing in the car for whatever trip) without a lot of headache. In my opinion, you can tell if anything has changed fairly easy even in the dark. I still do a full preflight before I leave, but knowing that I don't have to worry about the fuel, oil, and show stoppers when I arrive at the crack of dawn allows me sleep better (and normally a few minutes longer) the night before. And let's be honest, who doesn't love spending extra time with their birds anyway.

Carusoam, Yes, in fact I did that "back when" I bought the Bravo. It is a common mis-conception that you can fly a turbine with "not much more maintenance. Tain't so my friend. They all now have stage inspections that can break the back of a rich man. I wouldn't have a chance. For instance, I personally know a guy nearby who runs a small shop and specializes in keeping up turbine equipment. He is much cheaper than the big city boys. According to him, five + years ago, the stage inspections that he was doing on 90 King Airs, if nothing was wrong, ran about $75,000/annum. Even with the single turbines, the engine reserve for a Meridian is about $55/hr plus hot section reserve which comes at mid TBO. If something does break, as rare as that is, the resulting cost can be staggering. I'm afraid the turbines are, and will remain, out of my reach unless I want to forego a lot of other pleasant things in life. At this point, I'm actively pursuing a Navajo and a T310. I will probably sign a contract, subject to a pre-buy, this week. I'll keep you all informed. And yes, I miss the Bravo. Jgreen

Wow. Thanks everyone for all of your info. Alex, I'll take a look at it in a second. And John, just let me know when you are interested in selling. Since I'm over here, the best way to contact me is via email at robbucknam@aol.com -Rob

Well, a couple of thoughts. First, it is not correct that cops generally don't go out of their way to arrest innocent people. There are cops who do, and there are many more cops who, when they get on the witness stand, don't remember anything about the event that lead to a citation or arrest, but they have been prepared by the prosecutor and they know the script, they say what they are supposed to say not what actually happened. Those "cops" who do these things, are relying on being able to hide in among the honest cops and therefore be believed. Second, one cannot assume that the facts as stated in an Ad Law Judge's opinion, are the actual facts, or even what the evidence was. Most Judges are analytical about the facts, they state what was presented by both sides and apply the law. It is the Judge who writes the opinion, and if a Judge wants to "cook" a case or justify a particular result, then don't expect all of the facts to be laid out accurately. Like the "cop" who hides among honest cops, this type of Judge hides among honest judges, expecting to be believed because everyone thinks Judges are honest. We do not know "the rest of the story" here, what is in the opinion may be accurate or it may not. Third, the issue here is not whether the pilot deserved some kind of punishment, it is whether the FAA and its Ad Law Judges has any jurisdiction over what appears to have been a parking lot accident with at most minor damage. If there is a reg. that covers it, fine. Making the regs. cover it just because the Ad Law Judge thought he should do something, is not fine. Fourth, it is certainly a concern that the case goes back to the Ad Law Judge who screwed it up in the first place. However, in this instance, what the NTSB is saying, is that there must have been an actual airworthiness issue with the aircraft. The Ad Law Judge went to the lengths he did to stretch the law for the exact reason that he could not find an airworthiness issue. Having tried and failed once, I don't think there is much concern he will find one the second time around. A paint scratch is not an airworthiness issue. Last, and by far the most important point about this decision, is whether the law interpreting the regulations really ought to be that a pilot is reckless and careless if he knew or should have known that there might be an airworthiness issue with the aircraft. "Might be"? There always, every single time you fly, "might be" an airworthiness issue. This Judge stretched the law far beyond its bounds. And the other important point that follows from that is whether the jurisdiction of the FAA should be boundless, to find a way to violate a pilot any time they wish, or whether it should fall within the bounds of some rational set of laws that the FAA and government is bound to follow. I don't want anyone to think that I have an agenda when it comes to the FAA, in fact just the opposite, but this was a bad decision by a very overreaching Judge, which we do not need.

Have you determined the proper airspeed by calculating your actual stall speed and multiplying by 1.2? Regardless of the numbers in the manual, if you practice stalls and record your speeds in the landing configuration you should have the right speed for your aircraft when you cross the numbers. It should let you settle down on the runway everytime unless you flare too early, or come in at the wrong pitch attitude.

If you can not land with full flaps without bouncing hard...this is an excuse to practice. Not good people, not good. Don't sell partial and or no flap landings as what to do...been there done that. Master your birds...

Erika got the math right. 12k buys a lot of fuel 12k / number of ILS approaches down to the minimum = $$$$ 12k buys a fair amount of cab rides or hotel rooms if you ever had to divert.

I put all of my money in CD's. Unfortunately, I don't have time to listen to them.

Looks like there is room for two holes. Nice job though. How much does it lower the CHT on #5?