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A good examiner will make it more about a learning experience than just taking a test.

Bernouli/Newton/Einstein...who cares! It's all theory. Experience is what counts. Anyone with one scintilla of experience knows money is what makes aircraft fly.

Ok Sam one last try. There have numerous suggestions to move to a more simple airplane that you have resisted and now your against a wall. Go to STS North coast aviation take out their 172 with an instructor to get comfortable then schedule Steve for the check. I'll skip the details of mine but it was the first time I met Steve we flew my 150 and it was a challenging fun learning experience. Steve had a great demeanor and was a pleasure to fly with. Believe me you won't be the first to change CFl's or DPE's in persuit of your license.

Probably not what you want to hear, but a Cessna 150 with a single com radio, transponder and a few page POH is an excellent plane for training and check rides.

The paperwork (including a check) has been exchanged and my IA, also a pilot, is doing the ferry flight for me. He's relocating the airplane this afternoon then flying home (KAVQ - Tucson, AZ) tomorrow. N5810D is officially sold as of a few minutes ago and it was a great experience working with Jimmy. I can highly recommend it !

Once when I was repacking my wheel bearings, I set the brake pads off to the side and when I went to reinstall, they looked brand new. Not sure what happened. My IA was perplexed, too, but after a thorough insprction he signed thd job off.

I vote your cable has slipped, mis adjusted, fixin to break, has broken just hanging on

Well I can't complain. I remember tuning into Sputnik 20Mhz beacon signal, never got it. The big fan fare of Yuri Gagarin first man in space. And of course Neil Armstrong on the Moon. Compared to previous centuries the 20th century is a hard one to beat in term of achievements. Glad I was there. Looking forward to the 22nd to meet Mr. Spock. Live Long and Prosper

Yep! I found an M20F, 1975 that I like. Getting the pre-buy done next week and going to look at it all opened up next Friday the 9th. If all goes well, Friday the 16th I will be an official Mooney driver!

Sam, I've watched this thread and I am glad I did my PP many years ago. Obviously, times have changed and the rules seem more stringent. It looks like you have done everything in your power to get there..Now I'll put my flame suit on because I know you have earned some solid followers on MS. Here is my take..Step away and look at the whole picture of where you are and why? It's seems like every challenge you have been faced with has had some relationship tied to the complexity of the plane, instructor and location. Some of these things you have control of, other parts you may not. "now do a no flaps landing' I said 'unable, the runway is too short of this plane. He said 'BS, you can do one here', I insisted that i was not comfortable doing a no flaps landing on a 2400' runway on a 0 wind day when my GS would be higher than normal. He insisted again but this time insinuated that if i didnt the ride would be over. So i asked 'can i do it with 1 notch of flaps' he said yea. We landed with maybe 300ft of runway left with almost burning up the brakes. Well now my anxietly level is way high. We take off again and this time he asks for a short approach. We get it and he said pull the power. "here?' , 'yes here'; We had just turned down wind and were barely at the halfway point of the runway. I had always pulled power at the numbers; So i pulled the power and prayed to Jesus. I ended up slipping in my turn because i was anticipating wind like we normally have and added rudder (this was my fault) and we ended up fast and low so 'go around'. Well at this point my brain is fried. So he asked for a soft field, botched that up, went around again; This time we just went off somewhere near by and did turns around a point, that went fine; Went back did a short feild landing, that went fine. Test over". "That is exactly where the good stuff ends. I was already jacked up and anxiety running high, but, Upon starting the plane i am going through my check lists and all the sudden the question start flying; 'The fuel flow gage isnt working' The ALT2 light is on, VOR2 isnt passing self test; He was about to get out of the plane at that point, but i said well, we can plaqerd the items as inop, but i cant disable or pull them. So i pull out a bunch of post-it notes and start tagging everything. None of the equipment is needed for VFR flight, and some how he just said 'what ever' and we continued" In a simple 152 or Cherokee 140 or like you do not have complex features you have been faced with or the possible failures..Those planes are simple..no two batteries etc, no complex electronics and very easy to fly and manage speed. Brother, I promise I want you to pass, I would not be following the posts. You are trying to learn on the west coast (busy, busy airspace), you are trying to learn in a higher end plane and it seems like the examiners are extra picky out there, probably because of the busy airspace. You are stuck between a rock and hard place. You appear to know your stuff, take a long weekend or mini-vacation and go someplace and learn in a less complicated plane, maybe pick the brain of a different instructor and consider a less complicated airspace. Do all of this and the when he says "pull the power" you will glide that thing in like "butter". I think if you continue on the path you are headed you soon be giving up and hanging up the headset, or spending a whole lot of money on retakes.. You've come this far.. You can do it brother...Just re-evaluate, regroup and most of all make a new plan of attack. -Tom

Dodged the Hurricane departing Baltimore, stopped in Pekin IL for some fuel and to eat our bag lunch, then on to Torrington WY. A few Cb to dodge in the plains. Nice to fly low enough to watch America roll by.

I remember on my check ride for PPL had a engine shudder which ran rough for a few minutes and cleared out. DPE had me tell him how we were going to approach the issue. I worked the problem and learned something in the process. That was valuable. Your description just seems unbelievably odd.

Just send us all your pennies so we can rebuild. [emoji857]Sent from my iPad using Tapatalk Finally this thread gets back on track! But now I can't recall what OSH ATC has to do with pennies. Sent from my iPad using Tapatalk Crazy. Just doesn't make any cents any longer... Sent from my XT1254 using Tapatalk

Then,of course, there is Marconi. How could we fly without a radio?

Me: I discontinued my first PPL checkride in a Cessna 152. I learned to fly in the summer at a 3000ft single runway airport. In the summer there we had no winds or light 5 knot wind days. Scheduled my first check in September. Winds were 12 ish with gusts up to 16. Down the pipe no biggie. Take off go do the stalls and turns and other stuff. Go to a nearby airfield that the DPE flew corporate out of. Asks tower if we can use the cross not in use runway because that puts all the wind directly at crosswind. I knew the basics and theory but hadn't really practiced and was not good at it. So the school had me go on a few more flights with different instructors to work cross wind landings. Felt like I got the hang of it. 2nd checkride day. Winds are 20 and above no one else is flying cause the winds are straight crosswind. I am literally moving to another state after my checkride. I'm determined. We go. Same setup takes me straight to other field sets up for strong crosswinds. I spend the next hour flying at 3 feet down the runway proving I can fly straight down the runway. Finally he's yelling at me to get the nose straight and I loose and yell back "I can't there's no more rudder!" Hazzaa! He asks what does that mean? You have now found the real crosswind component max. We land shutdown at this field so I can relax. He disappears for 20min. Comes back and says now your check flight starts. Take me home and smoke the landing. So I do. Total flight was 3 hours that day. Was supposed to be 30 minutes. I hated him. Finished paperwork. Got in the car with my dad and started driving to move. Month later I bought a Grumman Yankee. Great little plane. Went flying one day and a non forecasted storm popped up while I was on a xc. Went into Panama City behind a G5 that was struggling to land. It was bumpy but I smoked the landing. Went into the FBO and the G5 pilots asked me where I learned to fly 'cause I handled it so well. (Lightbulb) I finally understood my examiner. I actually wrote him a thank you letter. I tell you this lengthy story for many reasons. There's a few points to take home. But I'll let you grab them. Figure out what is going to work best for you. And when you pass your checkride because you will, it's going to feel amazing.

Sam, Don't quit... You've come way too far and are so close. I can't imagine trying to do what you are doing in a complex plane. I'm grateful that I am taking my lessons and will be doing my checkride in Cherokee 140's, nice and simple. Hang in there, listen to the experienced guys here, and you will succeed. Maybe in six months or so when we both have our PPL's and planes we can meet up and swap training stories in person.

In 1814, I took a little trip I went with Colonel Jackson down the mighty Mississip. We took along some bacon and we took along some beans, And we beat the bloody British at the town of New Orleans. OH, we fired our guns and the British kept acomin. There's not so many now as there was a while ago. We fired once more and they began arunnin' On down the Mississippi to the Gulf of Mexico. --with apologies to Johnny Horton, who sings it much better than I write it. Google it, it's a great performance, I have ihis greatest hits on CD, even though he was famous before I was born. Over here, we call it the War of 1812, I forget what ya'll call it over there. Among other things, the Red Coats successfully invaded Washington, D.C. and burned the White House, right after the President evacuated with his family in a big hurry. We eventually won, otherwise we'd have returned to the unwelcoming embrace of the British Empire. I think it was George III's (or his son's) attempt to reclaim the colonies who had separated thirty five years before. But I'm a little hazy on the finer points of American History.

I dig the paint job! (I'm a little biased though)

Okay folks, we've got progress. This revised SB20-305A came out today, which addresses adding the WAAS capability to the S-TEC equipped G1000 planes. If you've already got the -30 software (which I think most do) then the Option 2 in the attached is the option that our S-TEC planes can use. The only drawback to this is that they are saying the A/P won't couple with the glide path on GPS approaches...although it should still work fine on ILS's. So big deal, we haven't had that anyway so no great loss. A final SB will be required to allow coupling of the S-TEC to the GPS glide path after Mooney collects data and Cobham evaluates. There is no commitment yet on timeframe for that SB. Also, this doesn't address ADS-B, but again, the notes I wrote above indicate that there may be yet another SB issued still this month that would provide the path to ADS-B. What this means is that, with Option 2 of the now released SB20 305A that gets us to WAAS, and hopefully a new SB very soon to address ADS-B, we could be very close to awesome before the end of the year. If all this comes out in time, I plan to get it done during my IFR cert work in October. That is of course if the cost is manageable...that's the one outlier yet. I have a call into my avionics guy to inquire about that, as there is no detail in this SB. At any rate, it's forward progress, which is a good thing. M20_305A.pdf

Many thanks Guys. Sometimes the BS gets to thick, an I have to vent in order to breath properly agin.

The more I think about it the more I start to realize that it is Newton's third law that explains lift. Bernoulli talks about speed of airflow and pressure changes but it doesn't tell us the why and how these changes occur. We need to alter the way we teach lift. Bernoulli is overtought to the point of being abused and incorrect. For example we teach the classic Bernouli model that air molecules travelling on top of the wing have to speed up in order to meet up again at the trailing edge with air molecules travelling on the underside of the wing. I don't see how or why they should meet! Especially when compressibility issues are introduced at higher speeds. Another classic example is that the wing is half a constricted pipe. I remember my ppl ground instructor drawing this on the board to explain it. I don't think airfoils are designed with these goals in mind. I think the real goal is how to most efficiently deflect air downwards, i.e. Newton, at design airspeeds, with the least drag. A cambered top air foil just happens to achieve this.

Yes. As long as you promise to burn it down again in say, February with whoever becomes president by then in it!!

Just send us all your pennies so we can rebuild. [emoji857]Sent from my iPad using Tapatalk Finally this thread gets back on track! But now I can't recall what OSH ATC has to do with pennies. Sent from my iPad using Tapatalk You gotta follow the soap opera called "MooneySpace". You must have missed that episode. Sent from my iPad using Tapatalk

If I read this correctly, we need software plus new GIA's? My plane has been at SW Aviation with the STEC servo at Cobham for a few weeks. Since the factory dialog is open I will investigate the upgrade path and costs. Russ

These aren't a D-ATIS service, just METARS. You still have to pick up the official ATIS or One Minute Weather on the radio. Sent from my iPhone using Tapatalk

I buy all the "smooth" coverage I can get. $1M total / $1M per person is commonly available for a piston single. $2M / $2M is available with some conditions. It is not the cheapest coverage. With liability limits of $500K total / $50K per person you are basically self-insured. No one you hurt with your plane is likely to settle for $50K. An offer of $1M might induce them to take the settlement now rather than wait years to win a judgement against you. That's what an aviation attorney told me, anyway. If I couldn't afford both I would probably buy only smooth liability and do without hull coverage.

Husky: I have to hand it to you, you are a persistant guy! I have no doubt you will succeed and be a very good pilot. Sometimes it takes extraordinary drive to reach a dream. You WILL get your license, and that day will be one of the sweetest ever.

That's true and it's how both my PPL and especially my IFR practicals went. I'm sorry you have had a rough experience. I would not use this DPE moving forward. Find another and keep your head up. We we are all in your corner. Use the resources here to go with another known DPE. -Seth

I am going to do the carsom thing and summarize The DPE is stupid and does not know jack about a high performance plane. Yes you have to know how to fly but don't do stupid stuff you don't have to. Get a plane that works. Broken stuff needs to be fixed. Just cause you know things are OK..does not make it work any better.. Cirruses have been falling out of the sky recently don't temp it. You are close and have done the work. Get some reliable equipment and a good DPE and you will do fine. Have better plans and leave more time to make it happen. People die in aviation because they rush things. You got this.

Now that would sell for sure! Good luck on the certification process. May I suggest VTOL for help with parking?

100% agree, my problem is that there is no rental that is 100%; Its about risk reward; Worst case scenario, i said we could use 'pilotage' to get to KTCY which is a non towered airport and call a friend of mine that lives close by to give us a ride back. He didnt go for it. If it was my plane and i was going on a long distance flight, i wouldnt have gone. But at the same time, i wouldnt have left it broken for 2+ months either. I really just want to get this over with so i can move on from this club and get my own plane. The other SR20 is in better condition, but its beyond booked and its a G3 which changes the flight characteristics (and rents for more); The next time i can even get into it is Thursday... At this point I am just waiting for my CFI to tell me what i can do. I read all these Flair updates on reddit and they all are SO easy; The DPE is even helpful. My experience so far is the opposite. @thinwing Dude, might take you up on that. Im waiting to see what my CFI says; I even told him I am all for flying out to somewhere else to take the ride. It doesnt have to be in the bay area. KSAC seemed like a pretty chill airport when i was out there. My problem is that i dont know any of the other airports out there. So if he diverts me to some random place i would be pretty unprepared. Also i still have to get passed the clouds to get there; so i would still be weather dependent.

Uh Mike? You are the "new" generation.......... .......As seen from the eyes of a 60+ retired soldier.

I was expecting an 15-18, 18-24, 24-29, etc All I was left with is under 30 lol

Looks as if the STEC equipped planes will have WAAS approach certification but not autopilot coupling at this time: You'll have to hand fly WAAS approaches, perhaps with FD guidance. A good start!

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Had to pick a few palm branches out of the yard, some of the Avocado's came down a bit early, and reschedule 3 training sessions, found a new roof leak. Other than that, all is well 15 miles north of Clearwater. Pool will need some more salt.

Chris not all of us are 7ft. tall.

Except that for the prime ages (apparently) of Mooney ownership, we seem to have the cost of higher education competing with the "much more important" issue of supporting our Mooneys. If we can possibly justify not paying for colleges because they are terrible values, we will have much more money for Mooney up-grades. If your kids want "higher education", let them read a book while flying at 9500'.

I wish. I'm now between 55 and 60 with one in still in undergrad and the other one starting his graduate work in a few weeks. They will be on the family dole for years to come. I envy all of you whose kids are 1) no longer on the auto policy, 2) no longer on the healthcare policy, 3) no longer on the cell phone plan and 4) no longer require transfer of funds from my checking account to theirs.

Thanks, Hank. I don't post to boast. I've been flying Mooneys for 30 years. I cut my teeth with C, F, J and K models before I got my TN. And I loved them all. They are all solid, well-engineered, fast, efficient and reliable airplanes. I've stuck with the M20s for very good reasons. The M20TN is a beast. It's the ultimate expression of Al Mooney's airframe. It's hand-built in Texas. Al Mooney grew up in my hometown of Denver. I wish I could take him for a ride. He would be amazed, but probably not surprised.

Dang! You went a lot further than Santa Barbara? Monica? One of 'em. My little C went from WV to central WY in that amount of time (13 hours, not 3.5) with a couple of extra stops for weather/friends. But I bet your trip was nicer . . . Looking forward to the write up and nice pictures!

Yesterday, I did 6.5 hours in the Mooney in a round trip from Cincinnati to Tuscaloosa - beats the heck out of I-65 and 17 hours in the car's potential round trip. Mooney's are time machines!

Just some cloud pictures back and forth from KLBL to KHSD in Oklahoma City . Give a huge shout out to sundance FBO at KHSD . Land rovers for crew cars and cheep cheep gas Most modern FBO that I have been in . The sim is only 40$ an hour without an instructor Sent from my iPad using Tapatalk

Judging by the TAS speeds all over the map, I wonder how much is due to inaccurate airspeed indicators, poorly rigged planes and other factors. Sent from my iPad using Tapatalk

This is what I do, if I boost a bit too much it just takes more blades. When it starts to fire I add the mixture in slowly. I find that just cranking with no boost (shutdown at 1000 and just crank) doesn't work.

I strongly disagree with this sentiment. 1.) The examiner is required to ask systems questions about the aircraft in which the checkride is to be administered. The GNS-430 is installed in the airplane, it is fair game for questions. - if he asked how to tune in and fly an ILS, I might agree- but he didn't. 2.) He didn't bust you. He probably could have rationalized a bust if he had, but he didn't. He isn't supposed to be easy, he is supposed to be tough, but fair. - Take a second and think about your favorite teacher from school. I will bet money that teacher was one that challenged you, but was still fair. Your examiner was fair. I suppose since I've only been flying for 27+ years you may feel like taking Danb's word for it instead of mine. I've had more checkrides than I can count, and still have 2 per year, so I've had experience with good, bad, and too-easy examiners. Yours sounds tough but fair. I think the worst examiners are too easy. - think about the things in your life that you consider truly worth having. I'll bet they weren't easy.

Finally, the truth comes out. You'll ger my prop next time it has to come apart as well. Thank you.

I'm gonna say something here that's prob gonna get me blasted from all angles, but that's Okay, I'm a big boy I can handle it. My little shop might not be a factory approved service center, so that means I'm in bed with nobody!!!! but it's Certified by the FAA for Dowty-Rotel,Hamilton Standard, McCauley, Hartzell an coming soon MT. An I have Factory Trained propeller technicians. (This is where I pull my pants down) I keep reading on this site, as well as hearing it day to day in the prop world. "Only O/H if outside of TBO"!!!!! What? O/H!!! It has 300hrs on it in 6yrs you might say!!! Shop is gonna tell you it's about liability an Safty of flight. Yes/No. When a repairstation creates an 8130(return to service) in box 11 you will check O/H or Repair. With the O/H you have to do everything to the propeller that the manufacture says has to be done. An yes, your liable for that work. With a Repair(Box 11) your only liable for the work performed in box12. The prop is still operating under its TRSO!! There is more liability in a O/H verses IRAN or Reseal!! So you ask, Cody why is O/H my only option with these shops, an I answer. Parts Sales!!! Notice no part on any of you fellas propellers are available at OReillys, Autozone, Napa, ect!!!! They come from 1 place, the same place that sets the minimum deminsions for these parts, is also the place that sales them. That's how O/H get expensive in a hurry, But the shop stands to make more $ with each O/H. That my friends is why the shops are adopting the Overhaul only if outside of TBO line of BS. I have been in the prop world for along time, overhauled many propellers that didn't need to be. I have taken props apart that have been in service 20yrs an if serviced properly, looked new inside. I have also taken a few apart that were destroyed on the inside from lack of lubrication an to much moisture. In a nutshell, you guys know how your propellers are taken care of. You know if you just have a grease leak, or if it's been neglected for many yrs an it's time for an O/H. You know that!!! Not a shop. You do. A manufactures recommendation is just that. A recommendation!!!!!!! Its your Prop, should be your Choice.

$1800 does seem like a remarkably good price for a full overhaul. If you feel comfortable with the shop and want (or will accept) the blade work that goes with a full overhaul, I'd take that deal. You might ask them how they manage to do it for so much less than other shops, though. The shop we're using is Rocky Mountain Propeller. They have a video explaining how they overhaul props (see link below). Maybe you can compare what you see in that video with the tools and facilities available at the $1800 shop.