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I started the day as a VFR pilot and ended the day as an Instrument rated pilot. Today was IFR check ride day. I have to say that this journey has probably been one of the hardest things I have ever done. I am proud of myself, and yet keenly aware of missing my Mom and Dad who would have been beaming. I was raised with no limits. They taught me that I would do anything I put my mind to. I want to thank those of you who have taught me, supported me, challenged me and loved me through all this. I decided to take a sunset flight as a treat after the ride. Life is so good. #IFRMooneyGirl

I would have been there but my kids spread whatever they had to me and I’m sick and in no shape to fly. Without question the bubonic plague was no spread by rats, mice, ticks and fleas. It was spread by daycare/preschool. -Seth

Your statements are nearly identical to my own 20 years ago. Boy, was I wrong! If the job really were all that bad, nobody would want to do it. And we don't fly between the same airports 5 times a day. For one thing, that would be unsafe because it would breed complacency. And like Jim said, TSA isn't so bad. What was bad was immediately following 9/11 when every airport had its own security that all had different standards. The life of a corporate pilot isn't that great, by the way. On call 6 days with one day off, and you get called to work on the 7th day. No thanks. Or how about making a 1 hour flight at 7am, then have to sit and wait in an FBO for 8 hours because the boss says, "Make sure you're ready to go at 4 o'clock!" But then he doesn't show up until 6:30 and doesn't have the decency to call and say he's running late. No thanks. Or having to help load bags, or deal with catering the airplane because the boss refuses to leave without his Perrier bottled water and gets pissed off at you if it isn't right. No thanks. Or being threatened with getting fired because you don't want to fly an unsafe airplane, or go below minimums on an approach. No thanks. The life of the fractional guys isn't too bad, until they have to fly on an airline to meet there airplane. And they don't have priority going through the line or, like Jim said, Known Crewmember access. And they don't get flight benefits. It is true that you have to "pay your dues" at a regional airline. But here's the secret: It's still a hell of a lot of fun doing that! Doing what you enjoy doing with a bunch of pretty decent people, most of whom you actually enjoy hanging out with is worth low pay initially- but even that pay has come up ALOT with the pilot shortage as it is. PM me if you want some info about what my life is like on a week to week basis. Flying started out as a hobby for me and now it's my full-time job. How lucky is that?

Make sure you get some actual IMC in your portfolio, with an instructor at first until you are comfortable. It shouldnt be different than when under the hood, but it is....Now is the time to start the real learning of IMC flight! Great job on passing the hard rating, the one that will make you the best pilot!

Well Paul, if you had been a kid back in the sixties, you'd know that when a rocket lands (tail first) on a scary planet the first thing that happens is a staircase magically emerges from the hull for the astronauts to descend to their doom on. Then there is the ultimate retractable 'step":

Had another special delivery yesterday. Momma and daddas work schedules get a bit crazy around the holidays so our little one is spending some quality time with her favorite aunt. Beautiful VFR Day (visibility was over 100 miles) for a trip from Raleigh Exec (TTA) to FYJ in Virginia with my favorite co-pilot. Blue ridge mtns visible 100 nm off the left wing - got the smoke stack next to the field at 60nm and the field at 40 nm!! The best part was that my little one kept trying to tell me something and I have her plugged in to the rear headphone jack so that radio transmissions from ATC will mute her. The frequency was quite busy - so much so that she was muted for probably 3 or 4 minutes but she kept trying to ask something over and over. What she was asking was - “daddy can I steer the airplane”. Like music to my ears. Not only could she steer, but she maintained altitude and could go left or right. She couldn’t see out the front at all, but kept on looking at the AI and told me it said which wing was tipping over. I’m sensing an instrument rating by 16 and a half. She even got a little cheeky with her commemorative photo. Now you know why I got a little teary-eyed when I watched that UPS video. Till next time -B

I removed the old chain by disconnecting the master link. I laid it on a table beside the new chain and tape measure. The old chain was worn and "stretched out". (for the nit-pickers, yes, I know the metal doesn't actuallty stretch. The wear allows links to move apart. But figuratively, stretch is easier to visualize). The #25 roller chain is 1/4" pitch. The second pic show the new chain with 1/4" pitch and the old one was longer. A close up in picture 2 shows the old chain closer to the tape measure and the new chain below it. The new chain is not "cut" to size in the photo, I rotated the link at the same number of links as the original. Both chains are even at the beginning, but by the 1 foot 4-3/4", the new chain still maintained 1/4" pitch. The old chain was an 1/8" longer. I installed the new chain with the same number of links as the original and voila, it was able to be adjusted properly. Yea, no more slop. I tightened the 4 mounting nuts on the gear box, and then the mechanic inspected the finished assembly. DONE!

On the subject of a legal requirement for the bottom of the white arc, I found CAR 3.82: 3.82 Definition of stalling speeds. (a) Vso denotes the true indicated stalling speed, if obtainable, or the minimum steady flight speed at which the airplane is controllable, in miles per hour, with: (1) Engines idling, throttles closed (or not more than sufficient power for zero thrust), (2) Propellers in position normally used for take-off, (3) Landing gear extended, (4) Wing flaps in the landing position, (5) Cowl flaps closed, (6) Center of gravity in the most unfavorable position within the allowable landing range, (7) The weight of the airplane equal to the weight in connection with which Vso is being used as a factor to determine a required performance. Then CAR 3.757 says: (4) The flap operating range—a white arc with the lower limit at Vso as determined in § 3.82 at the maximum weight, and the upper limit at the flaps-extended speed in § 3.742. I can't be certain I have the exactly right version of the CARs, just not possible to figure that out with what I have.

Obviously he is looking to start a career in politics

Hey there, It is hard for me to say what the most fun was. I really like taking that hood off and the runway is right there. It was kind of fun to master the DME Arc. Mostly I really enjoyed learning more and more about aviation and safety. The formation training I did helped with my IFR. I tend to be a little OCD. I had two instructors and the examiner himself that said that if I was able to not try for perfection so much it would be better. I had no GPS, no autopilot. Just two VOR heads and a DME. My new to me 530W is going in with the new transponder soon. Dual Simulated Instrument Flight Simulator Instrument Dual Instrument Ground Totals 4.00 60.75 2.20 63.35 21

The IRS is going to be his real problem.

YOU DID WHAT???????? Shame on you!

I might be one of the few that disagree here. I'm 26, looking to build hours so I can get my IFR, commercial, and start flying for money. My rationale is I need hours quick and convenient (the nearest rental is 45 minutes away and was hard to get a bid on it with other students). So I took out a personal loan (no lienholder), and put down 25% cash. I got 0% APR for 24 months and a decent rate thereafter. I'm down to 25% payoff after 2 years of ownership and I should have it paid off this time next year. In the time I will have my plane paid off, I will have flown close to 400 hours at this rate and should have my instrument and commercial done. If I had just saved cash, I would be 3 years behind the ball. All for maybe $800 in interest? Yeah I'll pay that.

Recently while flying right seat with my buddy in his Cherokee 180 we were having a ton of trouble with his comm radios. The noise levels were high and we were having trouble understanding anything. It stopped when we unplugged my USB charger that was connected to one of my tablets, the same one I've been using in my airplane for quite a while to power the tabs and the Stratux. We plugged one of his USB chargers in and did not have any further issues with the radios. I do radio comm for a living, so, naturally I had to nerd out on this and did some characterization with a spectrum analyzer: http://ericjacobsen.org/Files/USB_Power_Supply_RF_analysis_2.pdf Bottom line: the RF output level varies significantly between different examples of generic chargers, and may vary significantly with an individual charger depending on input voltage and current load. The quietest charger I tested was a cheapie give-away that has Wells Fargo branding on it. So go figure, but if you're having radio trouble try unplugging your chargers and if they're problematic just try a different one, even a cheap one. You probably already knew that, but thought I'd throw this out there, anyway.

I did that a few times with my CFI in the plane during my transition training. I didn't have shoulder belts so when I got them I got the ones with the push button release and problem solved.

Sounds like you are taking good care of your charge. Breathe a sign of relief that they found no corrosion and keep up the good work.

Wow, I'd be more worried about the belly panels getting rolled over and creased by the creeper than finding corrosion. Don't they have panel racks? moving blankets work well too. Looks like you'll have a good machine soon!! -Matt

I have a neighbor that has special flying gloves, don't know why tho he just flys a c-150. May be a good idea, get ya a single Michael Jackson glove yee hee hee!

Uh, oh! This sounds like the perfect segue into the manual versus electric gear "discussion". Disclaimer: I like both as long as the gear goes down and stays down for landing.

Yes sir, that is something that I have seen and assisted with removing. Im ready to have my girl back, it feels good to have all this stuff fixed and a engine that my IA can't gripe about for a while.

It is a loose or bad connection. Unlikely that the sensor would be bad or damaged in the installation. These wires aren't usually prone to interference (like the thermo couple sensors) from ignition leads or high current, but you wouldn't want them bundled with them for any length either. The shop will be find it and fix it for you.

The only way to achieve that is to block Tommy from your feed.

Thanks Anthony. I have the wind up step on my plane. Just lubed yesterday for smoother operation. A little triflow on the square tube makes a big difference. I have two PMA’d actuators. They are relatively short throw (2” and 4”) and are geared for a small load (5lb), but that might be an easy change. Does anybody know how much travel the vacuum actuator has? I will try to take a look at mine today to see how easy it might be to retrofit a wind up.

I don't feel it, the proof is in the pudding. I've played with the Parmetheus and the Parmetheus plus over the years at fly-ins, etc. I build LED arrays in my free time and the LEDs that Whelen is using are over 4 years old and are very dull compared to modern chips. Granted it is PMA, but it's a landing light, not a crankshaft. And it's not it's not more expensive, they are the same price (if not cheaper) with twice the power. Rigid Industries PAR 46 Retrofit 63372 (200k candlepower, 4200lm): Autoplicity- $249.37 + shipping eBay- $289 (free shipping) Amazon- $296.47 (free shipping) Whelen P461L Parmetheus Plus PAR46 (50k candlepower, 2000lm) AircraftSpruce: $288 + shipping PilotShop: $303 + shipping SkySupply: $332 + shipping SkyGeek: $346 + shipping

The whole idea of the modern gauge is to do away with the tach cable that wears and goes bonkers. The electronic sensor needs some understanding... find out what it is using, and where it is, why it’s not working... My C’s tach wore the cable, the tach's response was to become inaccurate and bounce around. One day the bounces got so large the needle popped off... it is hard to set power levels without a tach... At the back of the mechanical tach, find the oil cup. See if the cup is getting any lubrication.... PP thoughts only, not a mechanic... Best regards, -a-

It's worth it. As for the back seat and adults: @Bob_Belville will post a picture of his short-body with real, adult humans in the backseat. It's good for 1/2 hour, and okay for 1 hour. With only one adult in the back seat, sitting kind of sideways, it's perhaps the most comfortable seat in the airplane for any length of flight you'd contemplate. As for re-sale? You're not going to MAKE money off the airplane, but you will definitely find a buyer for it if it's in decent shape. And it sounds like it is.

Sounds like a bad connection. The RPM may be wired to the mag or the ignition switch (can’t recall which). The JPI connectors have screws to hold them together. I have had issues with the screws loosing up on EGT sensors and it would give erratic readings. Sent from my iPad using Tapatalk Pro

More logic... 0) Partially stalled wing conditions don't seem to be well defined 1) The configurations in our POH are limited to the ones used/promoted in our POH... 2) Some caution comes to mind... things that cause disruption of airflow above and below the wing disrupt the lift in that area of the wing. Landing configuration is throttle out, flaps down, gear down... Not mentioning speed brakes... is kind of like ignoring the gear... Speed brakes and gear cause localized airflow challenges. Losing that percentage of lift will increase descent rate... or raise the AOA. But not itself generate a full stalled condition. kind of like the stall devices (name please, fences?) on the leading edges... Wing design/construction changes specific parts of the wing to begin stalling first. 3) another thing left out of the conversation is the AOA... 4) Since The Stall begins near the root of the wing, an additional percentage of the wing's lift is being lost at milder AOAs... 5) There is definitely an Airspeed or AOA that makes the whole wing liftless.... 6) Where There is some danger not discussed very much... on the go-around... Landing configuration, prepped for go around. Full Power is added in, quickly in most cases. Nose tries to head skyward, if not actively controlled. this configuration and power setting doesn't seem to make the chart... 7) What's the Stall speed of full power in the landing configuration? 8) the AOA on final approach and AOA on the go around seem pretty different to me... 9) charted Power On stalls seem to only be expected in the climb configurations. 10) charted Power off Stall seem to only be expected in the landing configuration. This sounds like @201er's AOAi promotion threads... So much benefit, so little additional cost, when completing a panel make-over. Thanks to jl for the additional legal eyes reading insight. Our thin wing has an interesting span of working AOA. The line where the airflow splits to go over or under the wing doesn't have as much room to move as other wings. words like burbling and airflow separation get used.... So.... Now approaching full circle.... Setting The AOAi based on Stall speeds has to take into account... calibrated air speed actual instrument error actual configuration combinations used actual Wing construction and options actual wing condition, including all damage, paint issues, leading edge tape, bird crap and paint scratches... Speed brakes, fiki system, retreads or good year FCIIs.... yet, not get too complex to make it unusable... Calibrating It seems to be a piece of cake compared to discussing these tiny details... Testing its calibration at altitude seams to be the prudent catch-all method for all the variations listed here. Comparing the actual AOAi performance to the ASI and charted data, gains experience over many flights and weather conditions.... These important last steps seem to be done in kias... PP thoughts only not an instrument guru. Our @CYA guy could probably give some good insight on this topic...? Best regards, -a-

Perfect flying weather for a hop to WLW been having some problems with our com 1 Narco 12d on the transmission being very garbled seems intermittent will have to look into it. Otherwise a very nice flight with not a single bump. Return with 100 pounds of groceries full fuel and 3 on board giving us 700fpm at 120mph.

Hi Mike Thank you! I have four hours of actual in my training. It was very valuable. I know I am a newbie, but I have a great education, the best airplane, and a healthy dose of caution.

I realize it was a canned response...I said it was “direct”, not “personalized.” But my problem with the debate is that the GA side of the argument is all based on speculation about what COULD happen. The GA alphabet groups are all crying wolf. We risk sounding like we don’t want the change just because we’re afraid of the change. And the proponents of the change are wrapping their argument around bashing the FAA for the lack of progress on modernization, ignoring the reality of the progress that’s been made. I would like to see a real intelligent debate with facts and figures rather than the posturing that I see on both sides.

I will have to look for the article but the FAA is on record this week saying they are not in the business of policing morality. This was in reference to the penis that was drawn over Washington.

We know when to say we dont know

I towed banners and it is dangerous. Had a few planes go down in my operation. 1 died. This was over 2 seasons at the Grand Strand.....some of my best flying memories though. I was a 91 corporate pilot for years and gulfstreams all the way up to the GV, also flew 135 charters for almost two decades. Airline flying now and although boring take the pain in stride with the TSA etc and you can have a much better paycheck and retirement and benefits and actually get time off to do your own things. My only regret is that I did not pursue the 121 stuff fast enough. TSA is not bad now with known crewmember. If you get on with the right airline and have seniority you can do what I do,,,,fly 12 days straight in international ops and then rest of month off and no passengers.......my only real dilemma today was to decide what to eat for breakfast....fishhead and squid soup or French toast and cereal here in Taiwan. The rest of my day will be spent in first class travel while someone else drives. Good luck........

It is not a loss at all , unless you think you are flying a plane for FREE , doesn't work that way....... You buy a machine , you upgrade it , you use it , you sell it .....The difference between the buy and sell price , is the cost of use..... When you buy a new car , drive it for 6 years , and sell it , did you lose money ?????? No you paid for the use of a car....... Unless you are in the airplane business ( I am ) , you shouldn't think that way , or you can buy a piece of shit plane , fly it with shitty equipment , and not be able to sell it , because every other plane has better equipment ...... Also you are not taking into account , that the plane with the upgrades will ACTUALLY sel ........

I agree that it's owners' and oeprators' resonbility when it comes to airworthiness but I believe that when I take a plane to a shop for an annual, I expect the shop doing the AD search not me. For one, I have little or no training / experience in searching for ADs. Worse still, some owners may choose to neglect certain inconvenient ADs. Yes I know that, in the ideal world, all operators and owners should be diligently taking proactive steps to learn how to look up ADs and spend at least 3 or 4 hours before any annual to compile the list. IMHO, putting the onus on the owners to do AD searches is akin to asking your patients to come up with the diagnosis themselves. And can you imagine the public outcry if the car industry does the same?

Had a meeting this morning at the Eugene airport, so I decided to fly. The 20 minute flight took 1.3 hours since when I got there the promised improvement in the weather hadn't materialized yet and it was still RVR 800. So I waited, and waited, and waited a bit more. Finally reached minimums so I shot the approach and landed with 0.1 Actual Instrument logged(Tops 1100, bases 600). Then when I came home it took 0.6 hours VFR, so at least I got to go Mooney speed for part of the day.

Congrats Jolie! Ill say the same thing I tell all of my instrument students, stay out of ice and stay out of thunderstorms and you will probably live.

Towing banners? Do you really need to build time that badly? I did it in the ATL area for a short time and can assure you, it is a segment of commercial aviation where danger, boredom, irregular schedule and low wages are perfectly matched. If you don't care for airline flying, try the fractionals!

Now go find some easy IMC

The figure 8 is symmetrical, the lines and turns are precise, the Navy should be proud.

For how cold at that altitude and not have any shrinkage. The Navy should be impressed.

Or add O2, fiki, and AC... because you can... Without these desired options, UL will be over 1000# If UL is the driving point of the decision, Go Eagle, get 1100# and less of the weighty options. As far as price goes, there are a few around the 200 & 300 amu range... So many updates to consider, but few are in Australia. It would take about a week of flying and paying for a pilot to bring it home. A known bird, near Home sounds better than two in the US... Use the AAA website for comparative pricing. Best regards, -a-

Dreaded bladders? Dreaded bladders? I just received the kit from Griggs to extend my O&N bladders (installed 1997) to 64 gallons. (@kpaul Each 5 gallon bladder is labeled 2.5 pounds.) We'll be doing the install as well as the CiES level sensors right after Thanksgiving. I expect it to take a week. In my hangar while JPI is updating the EDM for the CiES. My point: the bladders will likely outlast the pilot and the airframe. Bladders can be installed by many shops, near home, in less time that reseal, and all in, including travel, price competitive.

I have the Uber version. 5’2” and eyes of Green. Best of both worlds

Well... I guess you don't have to think about a 5'2", eyes of blue, better half.

Are the hours of installation needed going to outweigh the 3 seconds it takes to spin the handle twice per flight?

Over-insuring, as I believe Don Muncy stated above, gives your insurance company a lot of range to repair an aircraft before it becomes a total loss. An insurance company won't pay more than what your plane's agreed value is to fix it. And they don't want the risk of going over your plane's value to fix it. Let's use an example where an M20J that could be replaced with one of like kind and quality for $70,000 is insured for $120,000. This M20J crashes after takeoff causing substantial damage to the aircraft. Insured for $70,000: This M20J that has $55,000 of damage and is worth $20,000 on a salvage will likely be totaled if it was insured for $70,000. Insured for $120,000: This M20J that has $55,000 of damage and is worth $20,000 in salvage will likely get repaired. They don't want to write a check for $120K. Do you still want your Mooney after a $55,000 substantial repair? Most people don't.

Yea for someone who reads the journal this was disappointing. It's sad the feeble attempt that is being made to justify privatization. I can understand cost cutting and the FAA really does need to learn to trim up around the waistline. But by the same token privatization would never save money and would only benefit the 121 carriers who created it. Tom

From the Wall Street Journal article: Robert Poole, the intellectual force behind the idea who supported the first version, calls the new bill a “big improvement.” So it's no longer a piece of crap. It's a much more pleasant, light-brown colored piece of crap.