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Showing most liked content since 11/16/2017 in all areas

  1. 27 points
    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
  2. 22 points
    My 17 year old son did this today in our 172. I could not be more proud.
  3. 18 points
    Today was a great day for me. Long post. Feel free to drink heavily as you read, or eat sugar cookies. It started off as a Pilots and Paws rescue flight for a one-eyed cat named Gio. Since I was headed up to the Bay Area, I thought I would contact my 96 year old pen pal/friend William Mason [Army Air Corps Flight Instructor at Rankin Field with my Dad, and brother to uber famous Sammy Mason] who flew out of Petaluma to see if we could meet up for a burger at the 29er Diner. I did all my flight planning with Foreflight, Skyvector, and the NOAA site for weather... severe clear except for smoke in vicinity of departure airport, Santa Maria, CA. I filed the flight plan online and got an email that it was received by flight service [she thinks "What a rock star I am for using all this wonderful technology"] When I left the house this morning it looked like dusk instead of dawn due to the smoke. I could see that San Luis Obispo was clear, so I thought, at most, I would be in the smoke [IFR] for a few minutes. Opening the hangar door I could see a fine layer of ash all over my Kennon cover. As I loaded up the plane I looked out and saw the tiniest of tiny suns trying to burn through the smoke. I got my taxi clearance and asked tower for my IFR clearance to Petaluma. The next bit of news was not so happy "6619U I have no IFR flight plan for you in the system." Drat! I mentioned that I had even gotten an email confirmation. Hmmm. I let the lovely tower folks [really they are, no sarcasm there] know when I was done taxiing I would figure it out. Figure it out I did. Guess who filed the plan for a WEEK from today? Me, yup me. Duh. Luckily I had the routing, so no worries, got it put into the system. Now on the the obstacle departure procedure and up to the Bay Area. The smoke was maybe 1000 above ground level... maybe. I was in the smoke, I mean in the smoke. Could not see anything, nothing. "Okay sister, this is what you are trained for, instrument scan, track the course, you can do this. Probably won't be but a minute or two." Yeah---no. Just under thirty minutes later I come out of the smoke right over the Paso Robles airport. I knew that my tracking was not the best while in the smoke. I was disappointed that I sort of got flustered. I was able to just regain my composure and soldier on. Hecky darn, that was stressful. I flew up the coast and the day was spectacular. ATC was super helpful and I was able to navigate well with my lowly 2-VORs, DME, Garmin 396 and Ipad mini. I asked for the Bay Tour [as did about a hundred others] and was grinning ear to ear flying over the Golden Gate Bridge, Alcatraz and the bay. I headed off to Petaluma and landed safely. The next few hours were spent with Bill and his daughter. We got to catch up, talk about aviation and some of his glory days. Bill owned a Stearman for many many years. When it was time to leave I made sure to check the date and time on my flight plan and hit "File"--- voila it went through. I did get vectored in a way from ATC that reminded me of an old high school cheer "lean to the left, lean to the right, stand up, sit down, fight, fight, fight" On the way home I was at 9000, and got a beautiful and enduring view of the sunset off my right side. I knew that the smoke would be formidable on the approach into the Central Coast. I descended down from 9000 to 8000, then down to 5000. Under the smoke it was black as night. I requested a precision approach from ATC. I thought it best to fly the ILS approach I had practiced many times that took me right to runway 12. Between the black of night, and the ash build up on the windscreen, and the general haziness from the smoke, the approach was challenging. My needles were centered DEAD-ON the whole time. I did have a little bit of an optical illusion just above the aim point. It was hard for me to tell how high I was above the runway to begin the flare. I should have maybe looked out the left window, but I didn't. Landing was rock star-- which is so wonderful. All in all I had an hour of actual. I am grateful to have had wonderful instructors,and of course have the best airplane in the world. Merry Christmas everyone. I am snug as a bug, under my heated blanket with Mooney at my feet. Life is good.
  4. 16 points
    I just got this new paint professionally applied. Hopefully it will make my Mooney look better too.
  5. 15 points
    That's a weight off my shoulders. Now to finish up the air work and take the checkride. Trying to be done by the end of January.
  6. 14 points
    After the little Mag issue of the last couple of days, it was time to go fly and see Mom & Dad for an early Christmas. I like the long cross country flights and today would be a perfect opportunity to set a new personal best non-stop distance. I'd be solo, carrying max fuel, colder than standard temps and a stiff tailwind. For a long flight, you gotta start early. All loaded, fueled, filed, and ready to launch. Starting point Smithville, TX 84R. I know you guys are sick of looking at my panel, but just imagine having to stare at it for hours on end The Blue Ridge Parkway at the southern end of the Smoky Mountains. I know it's all wind... but gotta love the numbers. 230 over the ground on 179 TAS at 61% power and 9.4 gph. Finally bedded down after a long successful flight. Roxboro, NC KTDK 84R - TDF Direct 1140 miles 4:53, 56 gal used 20 gal remaining. And that's how I like to use my Mooney.
  7. 14 points
    IT'S OFFICIAL. As of today I am now the proud owner of this beautiful 1967 M20 F. N9268M. It's a life long dream come true. Thanks to the previous owner Alan Basinger for his efforts in closing the sale. Also thanks to Lisa Bainter at Aero -Space Reports and AOPA and Falcon Insurance for your assistance throughout. A special thanks goes to Don Maxwell for his expertise and advice and continued great service. I'm based in Santa Monica, Ca. I Hope to meet other Mooniacs in the very near future.
  8. 12 points
    My ten year old daughter and I went to the Southeast Regional Fly-In (SERFI) in October. When registering, the lady checking us in asked my daughter if she wanted our Mooney to be judged in the competition. Of course, my daughter enthusiastically agrees and commences to completing the entry form (in her name naturally). Today, to our surprise, a plaque arrives in the mail awarding my daughter and Mooney the Contemporary Reserve Champion. Although I have not made it home to see it yet, my daughter has already advised me that the plaque is going in her room and will never see the hangar. LOL!
  9. 12 points
    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
  10. 11 points
    +1 for the APS class. The best 1 AMU I've spent as an owner. +1 for altitude as the most important safety commodity. I still don't understand pilots who climb slow with the gear hanging out waiting to use up all the useful runway. Once I'm off the ground I want all the altitude I can get as quickly as I can get it.
  11. 11 points
    Good morning all. First off thank you to all that were positive and @Andy95W for recommending AOPA. That was the best thing I could have done and probably the first. Let me just make the situation clear. At no point was the inspector a "Rambo" or out of line. Both parties including myself were very professional I was definitely caught off guard and I answered honestly. If that is a crime I'd probably end up doing it again because I find it easier to just say it the way it is. As it turns out AOPA cleared a lot of the misconceptions up. First because the plane was not ready for flight by the door being open and pitot tube still covered, the movement of the airplane even engine running can be done by anyone with training. Second admitting to what was discovered is truth not admission. I didn't have my medical and I didn't have a Biennial. Both are offenses and both are very easy to correct. Had I been flying this would have been a different story. After looking at the logs I have not flown since the end of August which by the graces works in my favor because the expirations were September and October. According to AOPA it is proof positive I was within the law not flying while not certified. It is amazing how a log book can sink or help. My mind was reeling I wasn't thinking clearly to even look. The guy I spoke to at AOPA was really cool and said that this has happened many times and as long as a professional atmosphere is maintained its a simple "correct the issues" and fly on. The info that was exchanged was for the inspector to prove he did a ramp check and if I get checked again the system would show I had "issues" that should not get repeated. Also if the FAA was going to pursue this I would have been given a packet with phone numbers and a "ticket number". AOPA made it clear to get my papers in order ASAP and move on. Weather permitting I should be good by next week.
  12. 11 points
    Just make them a deal....you and your wife will fly commercial as long as they buy you first class tickets. If they balk tell them to buy a NetJets share.
  13. 11 points
    Ignore them. You both should just live your lives. They shouldn't be living yours for you.
  14. 10 points
    A recent personal experience with ice. Not good. First a little background – I live in SD and have been flying the northern tear year round for some 30 years. I'd like to think I know ice but she's a fickle thing with many faces.I currently fly a Mooney with TKS and am very familiar with the systems capabilities and lack there of. It was April 7, 2017. The flight was from Stockton, CA (KSCK) to Corvallis, OR (KCVO). IFR conditions prevailed over the mountains with NO icing forecasted. Along the southern Oregon coast at approximately 12,000 feet, temperature hovering around 0 to -2 C (10 C lower than forecasted), TKS system primed and running on low, I encountered freezing rain! I immediately turned the TKS system to high. In a matter of 10 seconds my windshield and leading edge of the wing accumulated approximately 1 1/2 inch of ice-maybe more. it looked as though my tail was worse. I could not believe how incredibly fast things happened. From my perspective at this moment the TKS system was of no value. The system was completely overwhelmed. TKS fluid could be seen running back over the top of the wing from previous use. The ice accumulated perhaps a foot back from the leading edge. Within five seconds of the encounter I had requested immediate course reversal from ATC. Per my routine I make mental notes of cloud brakes/layers/temps and other more favorable locations as I continually update plan B, C and D. I returned to a clearing that was shortly behind me. I made a circling descending pattern to the MEA. This put me in warmer air, out of the rain and allowed the TKS system to catch up. I was able to shed ice off all protected surfaces of the plane.I completed the rest of the trip uneventfully at a lower altitude. On my same ATC frequency was another pilot in my same area. He was in serious trouble. I could hear the frantic cries of the pilot asking for help. "I have no airspeed", "I can't maintain altitude", "I'm losing control", "I'm going down" were repeated over and over. ATC was trying to offer assistance but could do little. After about 5 minutes the radio went silent. I later learned the next AM that a Malibu went down killing all 4 on board. I don't know if it was the aircraft- I suspect it was given the time and location. A very sobering experience. Take home lessons: 1. Ice kills, period! (even in capable aircraft) 2. Wether forecasted or not, expect ice in ANY visible moisture with temps +4C or lower (maybe to -25 or -30 C). This includes summer months as well. I have encountered ice every month of the year. 3. With temp inversions, beware if you are flying in freezing temps below clouds-VFR. 4. Always have plan B and C. Updates these plans continuously. 5. Expect the unexpected. 6. If you are FIKI equipped, you are not invincible. These systems should be considered a means of buying time to get out of the icing condition. 7. There is a reason non-FIKI ideas (WD-40, Rain-X, pre flight TKS spray etc.) are not certified. We and are passengers (family) are not test subjects. I know will all want more utility out of our planes. Flying safe will allow you more time to get that utility. 8. Icing conditions are VERY unpredictable. You can think "I will only pick up a little" and actually load up faster than you can believe. In a real way, ice is winters equivalent of the summer thunderstorm. I'm not sure which is worse. You will quickly run out of power if airframe icing is not Shed. 9. If you are picking up ice on descent.....Don't use airbrakes and consider a no flap landing with higher than normal airspeed-perhaps +10 kts, maybe more if heavy. 10. When/if you encounter ice, take immediate pro active action to get out of the situation-TIME IS OF THE ESSENCE! The bottom line....treat ice like you want your daughter (or son) treated while dating....With absolute RESPECT!
  15. 10 points
    Congrats! Let me piggyback...I passed mine last Friday. Excited to get started in the air.
  16. 10 points
    Alice spoke to Terri yesterday evening. She is very thankful and appreciative of the support the Mooney Summit's Bill Gilliland foundation can offer her. Thanks to all of you and all of our sponsors of the Mooney Summit for your kind donations that enable us to do this. Ron texted me last night "I feel really good about what we are doing" I agree. Unfortunately, we are not fiscally capable of doing this for all marks, Perhaps someone in the Piper, Cessna, Cirrus, etc worlds will step up and do something similar.
  17. 10 points
    What my challenges were.... 1) Both my parents and hers... 2) My M20C was in the rattiest condition... 3) A few AMU spent on updating as much as you can with a few AMUs... 4) Education, Mine And their's... I invited them all to come fly, individually, around the pattern or out for lunch... starting with the pre-flight and checklists... 5) The more they knew, that I knew, what I was doing, the more comfortable they became... 6) I stopped hearing any complaints after visiting family weekly on some occasions.... the best I could do was driving once a month otherwise.... 7) Grandparents Love to see their grandchildren, often. When It only happens by plane, they wish you would By a newer safer plane... 8) My parents bought me my first portable GPS! GPS was so new at the time... we discussed the automotive uses all the time.... 9) a decade later, the plane is a much different one than the first, The IR And additional knowledge are easy to share... 10) Scoring a 98% On The IR written is a pretty serious indication of how serious I was about safety. 11) Mom Got ill, we visited at the drop of a hat. We knew it was coming... Mom passed, we were there later that day.... 12) Mom never took me up on that flight... we just taxied from the tie down to the fuel pumps... She was happy with that. I have a picture of her with a big smile as she left the M20C... happy to get out, or happy to see it was no big deal... I’ll never know.... 13) getting the core family to travel... they see the utility. Where they can go, how far they can go. 14) If they want to fly... It is up to them to decide... like driving, It won't be free... 15) Everybody is different... learning and teaching can easily, or not so easily, bridge the gap... 16) I’m convinced that, if I can get my family to come out to see my Mooney friends and family, at a fly-in... things would start looking up even quicker... real people actually fly Moonies... 17) I was blessed with good inlaws... I didn't know how good until after I was married.... we are getting to the point where I am as old now as they were when I met them.... 18) Thanksgiving, dinner with one half the family on Thursday, the other half on the weekend... 19) Christmas, fly up the day before, drop off all the gifts, fly up with the core family celebrate Christmas with all the gifts that were magically delivered by Santa Claus..... 20) Favorite phone call... 'hey Mom and Dad, what are you doing for lunch? See you in an hour and a half....’ 21) bought the dad a scanner from sporties, so he could hear planes in the traffic pattern... 22) I think fear of the unknown is quite a blockade. 23) Break up fear with shared knowledge.... Not always an easy task. Stay positive. 24) The reason for all this effort... it’s your life, you need to live it. What ever works for you... 25) Mom always said... ‘You get more with sugar than you do with brute force...?’ I may have used her words to get what I wanted from her.... Everyone seems to be happy with this plan now.... Keeping score? My parents ruined one car coming to visit me... renegade youngster ran into their car. I drove up to give them a ride the rest of the way... haven't had an accident with the plane doing the same trip for 15 years.... Sharing what I learned about the same issues you are seeing.... hope it is as easy for you as it was for me... or even easier.... Best regards, -a-
  18. 10 points
    Flying GA isn't as safe as flying commercial, but it's got to be a hell of a lot safer than 8 hours in a car with holiday traffic.
  19. 10 points
    Yesterday, I went on my commercial check ride. Nothing really went to plan. ATC was busy and they kept vectoring us to kind of an unreasonable distance and over rough terrain before letting us maneuver. Anyway, it worked out and I passed, but this is what a commercial checkride looks like.
  20. 9 points
    The fed guy saved him from a future violation. AFAIK you can not only not even be a pilot,but You can also taxi an airplane while drinking beer, so long as it’s not for the intention of flight. It also really aggravates the FAA inspectors when a private pilot holds the certificate and makes them copy the info while squinting and leaning over to read it. Professional pilots don’t do this. I’ve been ramp checked a dozen times both part 91 and 121 and I hand him my certificate and medical, he writes the info down and hands it back. This is all hangar talk, but handing the inspector your certificate is in no way considered “surrendering” it. That is a formal process. One more thing. All you are required to produce is AROW, license and medical. And a student pilot must carry his logbook on an XC. Logbooks, maintenance records, etc all that often isn’t even required to exist and if they are turned over nonchalantly it can often turn into a fishing expedition. If they ask for more than what’s required to demonstrate currency, or the last annual entry, they can meet with me at my lawyer’s office and we can all go over them together. Remember, it’s only required upon reasonable request byhe administrator or their designee. Rant off.
  21. 9 points
    So I just joined this forum a few weeks ago and immediately several of the Houston guys not only welcomed me but offered a ride for my son and I. My son Nic is working on his PPL at OU and is home for the Holiday. CLH(Craig H.) was kind enough to arrange a ride in his M20C this morning for Nic and I. Well needless to say it was awesome and I am hooked. Nic is in love with how great of an airplane the Mooney is and has not stopped talking about how much fun it was to fly and that we MUST own one. Everyone who commented on my first post here told me that once we went up in one we would be hooked and would want to own one. How right you all were. I can't thank Craig (CLH on here) for taking the time to take us up. Thanks again my friend you have no idea what an impact you made on my son Nic.
  22. 9 points
    Yes, if you get killed riding your Harley to the airport your odds of dying in a plane crash are decreased.
  23. 9 points
    Went to pick up my airplane at Wickenburg today after some work and my buddy got this pic on our way back to Deer Valley.
  24. 8 points
    Pilot Report on my Recently installed Aeroleds Sunspot PAR46 Landing Light in my M20E. https://quik.gopro.com/v/YchMh0m34l/
  25. 8 points
    I didn't want to clog up the Springfield, OH off-field landing thread with this, and I think it's an important topic. I climb at full power in the Acclaim, and as an APS attendee and reader of the engine manual, I'm convinced that there is no additional engine wear or increased likelihood of catastrophic failure from climbing at full power. Higher detonation margins and better cooling at full power are undeniably "good" for the engine. What there is: increased safety. This incident has been widely written about, and it's a testament to the pilot's airmanship and the importance of climbing at a rate > engine out sink rate. The prop departed a Malibu on climbout from Aspen. It doesn't get much worse than that except for maybe being IMC instead of visual. This pilot was able to maintain control at best glide and return to Aspen. Amazing. My Acclaim is just now getting the 310HP STC, and even with only a puny 280HP, this plane will climb, at typical weights, at 1200-1400 FPM. Class B restrictions notwithstanding, I can well out-climb my glide, meaning passing a safe altitude for the impossible turn happens very quickly. To me, this is a really important safety of flight feature and well worth a couple AMU's to bump the power and climb rate. -dan
  26. 8 points
    I found a wing for my Mooney at a reasonable price that had the tanks resealed 4 years ago. Any recommendations on who to use to put it on my M20C? Wing is in San Antonio, TX and I am at Eagle Lake, TX Have not bought it yet. Going to look at it next week. Also anyone know where I can get a ferry tank unless they can do it in my hanger. Might be able to bring my old friend back to life. Fingers crossed.
  27. 8 points
    We easily can see why long distance Mooney flight is awesome. I see why my love affair is strong on shorter flights as well, see this week. Saturday needed to get to Georgetown flight 28 minutes drive time 2:00 hours Sunday took nephew to Virginia Tech rt flight 2:40 drive time 15 hours. Thursday to a client Georgetown 1 hour rt drive time 4 hours. Today to Baltimore 28 minutes drive time 1:45 times two. Even though these are shorter hops our time savings are drastic. MOONEYS are absolutely awesome. Time saved so far this week 19+ hours.
  28. 8 points
    My first flyable mooney was a wood wing M20a mooney. I got it on a trade for a cessna 140. What a fantastic upgrade from a 100 mph airplane. I had to get the mooney painted since it was not painted. This set me back 1900.00 which was a lot in 1984. The new 3 tone paint job made it look new. Fortunately for me the wing was recently rebuilt and the wood was good. I really enjoyed flying it and if I remember right it cruised about 155 mph. This was quite a speed increase of the former airplanes I owned (piper tripacer, cherokee, cessna 140, tired 1947 bonanza and c-140). The mooney had a third fuel tank and gave me lots of range. Once, I flew it non stop from Cheyenne, Wy to St.George, Ut. One other interesting thing I learned is how well it glided. One time the engine quit about 3 miles from the field due to a leaky fuel gasolator, which later the electrical boost pump brought the engine back to life. Anyway it glided good. I had many good experiences and trips with this plane. I now have a 201 mooney and enjoy it as well.
  29. 8 points
    Sooooooo .... I see that you all have heard about my corn field adventure. I haven't had a chance to catch up here on the prior three pages, so give me a little while to catch up. I suppose I should have come here first, but I believe that most of you are already friends on Facebook and it was easier to hold the conversation in one place instead of two (or more). Give me a little bit of time to read the thread and I'll try to get everyone's questions and comments answered. Thank you, I really appreciate the support.
  30. 8 points
    Oh come on! There isn’t a requirement to strip and inspect the inside of the tank during the annual. How could Boyd or anyone else know the spar was corroded under the sealant? Clarence
  31. 8 points
    All this is interesting, and it is information one (I) should be aware of. But at my stage of life, $5 or 5 minutes is almost of no consequence, and I will probably keep doing what I do.
  32. 8 points
    Got to do plenty of aviating over the Thanksgiving holiday. The short and skinny: TTA (Raleigh) to FYJ (West Point VA) to bring the little one to her auntie and uncle’s house. FYJ to ILM for a few days for work ILM to IGX (Chapel Hill) to pick up the MRS IGX back to FYJ to spend time with family FYJ to the land of @carusoam 39N to see my grandmother (and parents too). Back to FYJ the same night. Back to IGX and then TTA the next day. Broke the 700 hr Mark... Beautiful Weather the whole weekend The best part of course was letting my little copilot fly. She did as well as or better than most adult non pilots that have flown with me. She flew for 5 minutes and could keep the wings level or turn left or right - she’s an amazing natural - she would reference out the right wing or the AI and was loving every minute of it
  33. 8 points
    Type A works better when in the left seat. I’m at 700 hrs this week. ~550 of those are in a Mooney. I think of myself as an aviation fledgling. I know how to plan a flight to not get myself and family killed. I ask myself on each departure what could be wrong that could kill us (fuel trim ignition etc). My dumbest flight by far was one of the first after my instrument rating. I’ll look it up but it’s gonna be at about 80-90 hrs. I believe it was - over W Virginia with freezing levels and overcast (and layers below) not too far above an MEA, and landing in what would essentially be definitely minimums and arguably worse at night in a rented Cessna with a wonky autopilot. This was after I made a good decision to stay put the preceding night and get a hotel. My job now is to emplore you do not do the same stupid shit that I did. Assume the attitude of the old, not bold pilot now Even when you’re not old. That is transfer of experience and wisdom. The best advice I can give you is 1) you won’t really get the gravity of what we do until you personally either know someone who has crashed and perished, or crashed an has been significantly injured. You think statistics are for others, you are above average, etc until it actually happens to someone you know. 2) We all do dumb shit. My job is to incorporate everyone else’s dumb shit mistakes by reading about them and attentively listening to them to avoid doing them myself. Read all the flying articles, read NTSB reports (like *all* the airframe specific), read crash talk. Make yourself known to others and introduced by your SO as the crazy guy who reads NTSB reports. Develop and abide by your personal mins. Never fly GA on a schedule that’s not allowing for plus or minus 24 hrs for Weather. Have plan A, B, and C and be willing to execute each of those plans. Your wife okay sleeping in the lobby chair of a very dark Airport because you decided on your plan B diversion? Does she know and understand that GA is unreliable? Is she willing to rent a car, drive back for 8 hrs, and then drive back fetch the plane. Mine is, does, and has. Yours needs to as well. If she doesn’t then flying GA may be for you but perhaps it is not suited for her. Courtney (my wife) and Nancy (Bobs wife) are some of the most remarkable non pilot significant others I’ve met - and I’m sure they’re more - they just get the responsibility and gravity and shine with flexibility and understanding. Now that we have one kid here and one kid on the way, those same rules apply and don’t change. Want to enjoy thanksgiving? Probably go commercial. Every holiday trip I’ve made that is not straightforward VFR Weather for days and days (I used to live in western PA where every AOPA icing story seems to take place - off some radial from the Altoona VOR), I’d be on my phone obsessing about whether weather would meet my personal mins, and would I know with 100% assurance that my plans A, B, or C will work out.** I cancelled a Christmas Day trip after we had the plane packed because we were running late and that busted my Weather window as a front was moving in - that sort of discipline is the only reason I and many of us on the forum have not turned into an NTSB report with the type of flying a lot of us do. You are a professional pilot or you’re not a pilot at all. There’s no in between. This whole process for gaining experience is like learning to swim. Take a dip. Go in a bit further. Don’t jump in all the way and don’t jump in the deep end before you’re ready. Read Sam Wiegel’s column in the December issue of flying. It’s quite appropriate. Make your flying boring and don’t do dumb shit - I already had to look at one Mooney in crash talk for what seems like a pilot who got in over his head on a long cross country stereotypical holiday weekend. I hate those... ** Edit: something you can do as a relatively new cross country flyer is plan flights that you have no intention of making. See how the weather pans out. It’s useful to gain local and regional weather knowledge to not stop at the go/no go decision with two caveats. One - don’t go back on a decision to not fly once it’s made. Your no go decision is always the right one - you made it for a reason. Two - you still need to promise yourself to still gradually expand and occasionally contract your comfort zone. Overall this exercise will help you with your contingency planning and can instill good habits - what route takes me at what AGL above terrain, what are the alternatives, where is the VFR Weather (assuming you will be working on your instrument rating), how much fuel do I need in addition to legal reserves to make my plan C or D work, etc etc. Once you have your PPL and IR it’s not so much about the technical flying as deciding when to fly, more importantly when not to fly, and to develop strategies for exercising good judgement during flights. *** Edit 2: @Hyett6420 is onto something about the fear thing. Two deadly outcomes when the shit hits the fan for pilots are helmet fire and/or resignation. Never ever stop thinking and never ever stop flying the plane. One thing that might be helpful is to have some introspection about how you behave and think in high stress environments. Some of the members here have been there and done that. Others members have other non-aviation lines of work - such as the military and/or public safety - that are true high stress, high pressure, high stakes environments. Do you know how you’ll react when placed in a life or death situation? Personally I know exactly how I think and behave in the setting of fear and stress - so I can be reasonably assured that I will think and behave in a similar manner in an aviation emergency. This is something that every pilot should have some sense of but my guess is that fewer than 25% of GA pilots have some level of self reflection and introspection about how they behave when stressed and afraid.
  34. 8 points
    Presenting them for inspection is not the same as surrendering. Even though he is holding it, you are still merely “presenting” it. Find me a SINGLE instance of an inspector taking a pilots certificate during a ramp check and calling it “surrender”. How many times have you been ramp checked? Pulling the “I’m not letting go of my certificate” game is what dramatically increases your chances of the ramp check going sour because you’re playing games, you’re telling the inspector you don’t trust him, and for no good reason. Try that with a cop next time you’re stopped and see how much more likely you are to get a ticket. If you really don’t trust the guy ask for his 110A and write his info down. Seriously this is bad information.
  35. 8 points
    This has morphed into a very self revealing thread. I would think that some of our psychology professionals, @mooneygirl?, could have a field day with what you folks have revealed about yourselves. (I caught up with reading the thread... I don't think I contributed to it until now.) The comments probably say a great deal about your personal experience: Nature vs. nurture. Why do some here feel that experience is overrated while others "know" that it is the most important consideration? Family dynamics. How do we think we ought to "handle" our spouse's parents? Most comments suggest the pilot does not have much respect for their intelligence. Macho factor. Many here acknowledge that flying is risky. Some find that completely acceptable, everybody knows that men need to do some daredevil stuff to be really alive. Others place more importance on mitigating the risk and scuttle any flight when they calculate that the risk it too high. (I'm going to have a lot of trouble placing myself on the several continua. I was a lot like Hank in that I started flying a Mooney on cross country flights in 1969 with my wife and young daughter with less than 60 hours TT. Now, with an accumulation of stories of mechanical failures, questionable pilot decisions and close calls, I might well advise a grandson to do as I say and not as I did. Even with over 2750 hours in Mooneys alone, I still feel a little apprehension driving to the airport for even a short flight. This feeling seems to go away when I get down the pre-start checklist.)
  36. 8 points
    I think the one thing that hasn't been mentioned is the skill level of the pilot because we all know there are very different skill levels when it comes to aviation. I have meet many >1000 hour pilots who I would never let any of my family members fly with and have met some 300 hour pilots who are phenomenal. This is the same thing in any profession really. As a surgeon I can assure you we come in many different flavors. Again, I have worked with surgeons who have been practicing for 50 years who I would not let remove a skin tag. On the other hand I am currently working with a cardiac surgeon who has been practicing for 5 years who I would let operate on anyone of my family members. Sure, hours spent honing your skillset definitely matter, but they are definitely not everything.
  37. 8 points
    Personally I think flight schools are the worst places to learn to fly. Find an independent CFII and go do it. If you're a kid looking to train for a career, then go to school. As an adult, I'm looking to hire an employee to teach me to fly, get a rating, etc. and I treat it as such.
  38. 8 points
    Ron Dubin, Neil Cohen and I are actively seeking contact info on Herman Steele's surviving family. Deb tipped me off Late Thursday. If anyone from the TN area knew Mr. Steele or knows how to contact his family, please let one of us know. Ron has already contacted the Maury Co airport where he was based. EDIT Ron has spoken with Terry Steele, Herman's daughter. The Mooney Summit will be offering her support and assistance in this most difficult time for her.
  39. 8 points
    My in-laws of about 10 years, gave up complaining about 9.5 years ago when they realized we weren't about to concern ourselves with their worries. While not exactly the same thing, they were always worried about their daughter's travel to "interesting" places around the globe. And always tried to convince her of the dangers. Then she met me, and the travel just accelerated. It's been 62 countries and all 7 continents in these last 10 years. They didn't like the Mooney either, but we've been all over the US in it anyway. They've just given up and thrown in the towel on trying to control what their fully grown children are doing. After all, it's none of their damn business anyway.
  40. 8 points
    Pilots-n-Paws flights from a couple weeks ago. Thomas – PilotsnPaws – Stockton CA to Phoenix AZ
  41. 7 points
    Can you place holds at random? Fly offsets to routes? Enter victor airways? Use voice commands to control the Avionics? Get 3D audio from the remote panel? Nah. Not that all those features are essential, mind you. Besides that, the panel was way more than $30K. And if you leave the money to your kids they’ll just waste it on non-Aviation frippery.
  42. 7 points
    Had a couple interesting moments in 10 hours of flying this weekend with controllers. I got my clearance to Spruce Creek (south of Daytona Beach) on the ramp at KOSU (Ohio State University Airport, just outside Columbus OH). I had filed FL270 and was given 3,000', expect 270 in 10 minutes. After I thought about it a minute, I called the ground controller back at OSU and asked "how long before I will get higher, I will be to 3,000' in about a minute?" He responds that will be up to Columbus Approach, but I believe I planted the seed. The Lancair is on steroids in colder weather, and to get the gear in the wells before passing 120 knots, the climb angle looks like a rocket (initially about 4,000' a minute). I got handed over the departure before crossing the end of the runway. Coming out of Spruce yesterday, they will never give you your clearance (or allow you into their Class C airspace) until you have flown out from under the ring (under 1200' no less). Anyway, I finally call them when I'm climbing just west of their precious Class C and get my filed ROYES CRG KOSU route as filed, but radar vectors to Royes. I'm climbing pretty fast, which helps get them moving handing me off to the next controller. I got the north DAB approach controller for just a minute or two and then was handed off to JAX center. Reporting up JAX Center says "cleared to destination, via Ann Arbor.... KOSU" (Ann Arbor is a long ways north of Columbus OH). I look at my passenger (Joe) and said "what did he say?" He heard the same thing so I call back and ask him to repeat the "intermediate way point to me". He laughs and says, Ann Arbor, then KOSU.......GO BLUE!!! After a few laughs I verify I can go direct to KOSU and report, I'm actually a Michigander, I'm dropping an Ohio State guy off before going home. BTW, this is the morning after the OSU / Wisconsin Big 10 championship game. When he handed me off 10 minutes later I heard "GO BLUE" one more time and a laugh. He must be from up north. Good thing I didn't tell him I'm a MSU fan (Lansing)!! I would have got KOSU via Atlantic City. Nice to see a controller having fun. Tom
  43. 7 points
    Stopped by the avionics shop today and got to play with the new G5’s. They were completing the reassembly and just lacked the calibration and setup. They later called and told me to come get the plane. It’s done. If the weather holds out, I mean VFR, then tomorrow I’ll go bring her home. I don’t think it would be wise to go jump in the soup with a brand new AI. Anyway, one of the big questions I had was how do you select between HDG and GPSS mode on the G5. I took out an stec gpss steer computer that had a simple switch on the panel to go back and forth. Today while playing I found the answer. The G5 has one knob and a click of th knob and you get a menu acros the bottom. Nothing new with that except with the Gad29b connected, the menu has GPSS. A few clicks to the right and it’s selected and then a press in and its active. Then both displays show gpss and also show the heading bug X’ed out. This selection can be made on ether G5 as this selection cross fills. At this point, I’m not sure what else might crossfill. The only other thing I tested at this early stage, I mean on the ground before they were done, was to engage the autopilot and rotate the heading bug and confirm that worked. It was a beautiful thing. As you can imagine, I’m pretty pumped about flying tomorrow and playing with my new toys. I have two trips of over 1000nm planned by Dec 1st so more PIREPS to follow.
  44. 7 points
    The dividing line for most FAA definitions is aircraft movement for the purpose of flight, so in your case neither a medical nor flight currency would be required. As an example, an A&P is permitted to taxi an airplane without a medical and without showing currency, because the license had the requisite training to enable him to do so. Only moving the aircraft for the purpose of flight requires recency of experience or a Flight Review. The question would be whether or not the fed believed that you were truly just taxiing to get fuel, but the burden of proof should be on him, not you. By any chance do you participate in the AOPA legal services plan? You may want to give them a call regardless, if you're a member.
  45. 7 points
    I am a Christian and would consider myself very religious, however I like you am bothered by that statement. There are much worse things than dying in a plane crash. I went to take my plane for a post maintenance flight and my wife asked if I was taking my son along. I told her no, if something went wrong and I had to put it down somewhere I couldn't imagine living with myself if something happened to him. That of course is a different situation than the OP's situation of taking a normal flight. I will second what Jim said above about meddling parents, do not underestimate the impact they can have on a relationship. Always remember that your wife was their daughter for far longer than she has been your wife. Take her flying with you, enjoy the flights, be very careful and never compromise your personal minimums, and try to be more tactful in your approach with the in laws.
  46. 7 points
    And that is where a number of us would differ with you. I don’t want anyone saying “He died doing what he loved to do”. I much prefer “He was a crotchety old man, but man could he fly a Mooney”. Sent from my iPhone using Tapatalk Pro
  47. 7 points
    Peter, try this: not all old people / experienced pilots are wise. Wisdom and knowledge come from experience, sometimes; they come from study and talking to wise people, sometimes. The best way is to combine both, but not everyone can. Every class has someone at the bottom. Some people learn little and develop little wisdom despite much experience. Wisdom is not automatic with age or experience, and it is also not proportional to experience. The ancient Greek sages earned tge3ir reputations early and maintained them for the rest of their lives, so that we still know and study them today. All 100 hour pilots are not equally clueless; all 10,000 hour pilots are not Aviation sages. Flying the same hour 1000 times will teach a pilot very little; all experience is not equal. Buzzing the pattern and cruising the practice area day after day teaches little about weather patterns and how they change during a 500nm XC, and nothing about adapting plans after departure due to those changes. To learn, you gotta go places. For most of us, "going places" alone for a couple of years isn't going to happen, and is a crazy suggestion.
  48. 7 points
    Took my Granddaughter up for the first time day after Thanksgiving
  49. 7 points
    Approach plates? Sectionals? How 20th Century.
  50. 7 points
    The electric fuel pump was the issue. $74 at Aircraft Spruce and I have a brand new pump! My plane has the Bendix/Facet 476807. THANK YOU MOONEY for not cursing me with a Duke's LOL! The old pump (which was very very old, maybe original as I don't recall seeing anything in the log books about it ever being replaced) had indeed failed internally. There is a check valve inside of it that is supposed to stop fuel flowing backwards. It was full of gunk. In fact, when I pulled the cover off to check the fuel screen, the inlet had quite a bit of rust in it. From the pump itself. The internals of the pump were corroding. 50 years of water occasionally getting in there I guess. Plane starts right up again!