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  1. 21 likes
    Better than New: The Refurbishment of N205J Mooney N205J is a 1987 M20J model “205 Special Edition (SE)”. It differed from other M20J “201’s” at the time in that it incorporated a few changes: 1. Fully enclosed gear doors 2. Rounded window lines 3. 28 volt electrical system 4. Electric cowl flaps with infinite adjustment 5. Upturned wingtips with forward facing recognition lights and aft facing position lights 6. Gear extension speed increased from 132 to 140 knots The 205 SE came right as the general aviation market was in decline, so only seventy-seven 205 SE’s were built spanning two years. N205J was previously owned by a business associate of ours. N205J was hangar kept most of its life. It had original factory avionics, paint, and interior and was a low time aircraft with only 1885.5 hours. It had Precise Flight Speed Brakes installed. So why did we put so much money into a 1987 Mooney? I am one of the owners of SureFlight Aircraft Completions which specializes in paint, interiors, and avionics. We made it a “project plane”. We worked on it when we had any gaps in our schedule. Now that it is complete, we have a demonstration plane to show and fly customers that showcases SureFlight’s capabilities. It’s an awesome Mooney to fly! First stop was Henry Weber Mooney Authorized Service Center at neighboring KLNS to perform the pre-purchase inspection. The important thing for us was to have a good airframe and engine to start with. We took care of some maintenance on the airframe, overhauled the prop, bought a new governor, put new gear shock discs in, etc. We had them complete an annual at the time as well. We had the engine sent out to Columbia Aircraft Services for an Inspect and Replace as Needed (“IRAN”) which included new Camshaft, Lifters, Bearings and Rings. While it was there, we had the engine converted from the Lycoming IO-360-A3B6D to the IO-360-A3B6 specification to eliminate the D3000 dual magnetos in a single housing, driven by a single driveshaft. The engine now has two separate fully independent Bendix magnetos. We had the cylinders removed to be sent out for nickel plating. After the engine came back, Henry Weber reinstalled it with new Lord mounts and made sure that the engine and engine cowlings were properly aligned. We added GAMIjectors calibrated fuel injection nozzles and then went to work on the full refurbishment of N205J. Avionics: The aircraft was equipped with a factory original avionics suite from 1986, except the addition of an Apollo GPS. It all came out. All the wiring was removed and replaced. A plastic panel is created to make sure everything looks correct before fabricating the metal: Yokes are painted black and a metal panel is installed: And then filled with equipment: · Fully Electronic panel; Eliminated Vacuum System · Garmin G500 flight deck with Synthetic Vision · Garmin GAD 43e autopilot interface for G500 · Garmin GTN 750 GPS/Nav/Comm Navigator with Telligence Voice Control · Garmin GMA 35c Bluetooth enabled remote audio panel · Garmin GTX 345R ADS-B In/Out remote transponder · Garmin GNC 255 Nav/Comm · King KFC-150 autopilot (the only thing that remained from the old panel) · L3 Avionics ESI-500 Standby Instrument with: Altitude, Attitude, Slip/skid, Vertical speed, Aircraft track, Synthetic Vision option, Navigation option. Magnetic heading option. · JP Instruments EDM 930 Primary computer for RPM, Manifold Pressure, Oil, Fuel, Battery, Engine data. · AirGizmos iPad Mini 4 panel dock · Nimbus Aviation Electroluminescent Circuit Breaker overlay. · ACK E-04 GPS Emergency Locator Transmitter · Guardian Aero 451-101 Panel Mount CO Detector · MidContinent MD93 Digital Clock/USB Charger. Paint: We painted a new King Air 300 for the Mayo Clinic earlier in 2016. We loved their colors. We knew that these would be the colors we would eventually use on the Mooney. Stripping: Everything that is not stripped is covered in foil. Windows are removed to be replaced with Great Lakes Aero Windows SC (Solar Control) Grey installed with Extra thick .250” windshield. All flight controls and gear doors are removed to be painted separately, airframe is etched and alodined in preparation for epoxy primer. After primer, an Axalta White Pearl base color is applied. N205J is painted in all Pearlescent paint which requires a clearcoat after each color is applied. This is one of the reasons pearlescent paints cost more. Paint Scheme Layout: Axalta Cumulous Grey Pearl is applied to undercarriage, wheel wells, airframe, and then clearcoated. Axalta Sable Pearl accent stripes are applied and then clearcoated. Final Prep for the Axalta Bright Blue Pearl: After all the pearlescent colors are applied and clearcoated, exterior placarding is applied, and the entire aircraft is re-sanded for a final overall layer of clearcoat. This gives the airplane a wet, glossy look and deepens the color, smooths edge lines between accent stripes, seals the placards, and it also provides a more durable and cleanable finish because you do not cut into the color when polishing. Flight controls are hung and painted separately: Cowlings and access panels are installed with new stainless steel hardware. Flight controls are balanced and then reinstalled. Interior: Unfortunately, we forgot to get some good “before pics” of the interior. It had blue velour seats with aged and yellowing plastic panels. Old seat covers off. Repaint the seat frames. New covers sewn for the new foam buildups. Upholstered seats with custom Mooney Logo headrests. We repaired cracks in several of the plastics, and repainted with a textured paint to hide any old imperfections. We decided against covering the panels in ultra-leather to save weight. We fabricated a hatch behind the hole for the windshield bar that holds the compass for easy R&R of the glare shield. Painted a flat textured black. Looks like new. The interior goes back together with repainted plastics, new carpet, new door seals, and new upholstered seats. After it was all complete, we put the aircraft on scales. The new weight and balance was 17 lbs lighter than before. We also performed the gross weight increase to increase the gross weight from 2,740 to 2,900 giving the aircraft a new useful load of 988 lbs. Mooney N205J – Ready for Takeoff!
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    Was at the Ohio Aviation Conference earlier this week and started talking with Jen from PALS (flights for patients). We started chatting a bit and when I mentioned that I flew a Mooney, she mentioned a pilot in NJ that flew for them and "it's great because he makes videos and flies with his wife and a parrot and has sent several people to us to offer their services/airplanes." So a hat tip to 201er and his wife - you and your efforts have done some good stuff and are making a difference! (AND it was fun for me to make a connection between a quasi-internet peer and a in-real-life person). Thanks.
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    Parts are finally making there way back on. The baffling installation is in progress. Cowling modification in progress as well. David
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    This is the Before and After shot of my plane before the big strip tease...
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    Man I love Mooneys. There are some absolutely incredible planes and paint jobs on here! While I dont have one at the moment, here was my grandfathers '79 K I absolutely loved. I actually just looked it up. It was for sale on here a month ago! Wish I could have grabbed it...
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    one flies high, the other flies low.
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    Kern Valley, CA (L05) campground parking area.
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    Well I finally got to go flying for the first time since I got my plane home. Took the gf up for the first time in the Mooney. Had to wait out a rain storm. But things cleared out and we had a nice hour flight. Just stayed in the valley but it felt great to be back in the air. After the flight I started my first oil change. Fun times:) Sent from my iPhone using Tapatalk
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    I miss the old gal sometimes.... Brian
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    Really Mike? This is a perfect example of why these type of discussions devolve so quickly. I'm just a VFR pilot, and a very new one as well. Your whole post makes some great points, and then you end it with a sentence denigrating anyone who doesn't share your zest for an instrument rating. Just make your point about the benefits of an IR without putting down anyone who decides they don't want to pursue one. On the map you showed above I could fly from my home in Southern California to almost anywhere in the country with the exception of the storm system over the mid-west, but I wouldn't fly that with an IR anyway. And for what it's worth, I fly here all the time when there is mountain obscuration. It's a non-issue because I know where the mountains are, and it doesn't matter if the tops of them are in the clouds, I fly around them anyway. If the skies around the mountains are clear, just don't fly into the clouds...
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    I have not priced it out but it's probably going to be somewhere around 150 AMUs on just the SureFlight stuff. This is more than I paid for the plane itself I have what amounts to a brand new 2017 M20J if such a thing existed. If I add in the aircraft acquisition cost and engine work I'm well into the upper 200's which is still less than half the price of a new Mooney or Cirrus, etc. so only in that respects am I ahead But I am not sure if a market really exists for what I just did For similar money you can get a nice used Cirrus with the fancy avionics, nice interior and parachute, or a good used Baron, etc. I would assume most people that have that budget to spend is not looking for an 80's Mooney to do what I did. I did not go into this thinking I could make a profit. I wanted to use the all talents of a company I helped build and create something special. But certainly if someone wants us to replicate, We would be obliged
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    Saturday we took a short flight to see the CA Poppy Preserve in the Antelope Valley from the air. A beautiful flight and when we landed I was at 100 hours total time. More pictures on my site. http://intothesky.us/2017/04/15/ca-poppy-preserve-100-total-hours-of-flight/ Chino Hills State Park still covered in yellow mustard plants. San Gabriel Reservoir Poppy Preserve - Still a few patches of orange/gold Mt Wilson Observatory
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    I know exactly what you mean about the camera distorting our pictures. I think you had a setting wrong on your camera. Fixed it for you. Sent from my iPad using Tapatalk Pro
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    I wouldn't say we're not interested, but knowing I can't afford one means I focus my attention on the things I can afford.
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    Like Richard, I bought my Mooney with 62 hours the month after my checkride. Insurance was brutal the first year, but I flew 100 hours and the next year it was reduced by 50%. The reduction would not have paid rental to get 10 hours complex time. The next year was basically the same, then I picked up my Instrument rating and it fell another third. After moving, I changed to Falcon Insurance and saved another 20%. Lots of pilots with hours from near zero to 20,000+ have landed gear up. It will be covered in your training to get the Complex Endorsement [and High Performance if needed], and covered again in your Mooney transition training, along with Emergency Gear Extension. I'm also paranoid, because making that one Oops! will most likely end my flying career simply from the finances. Mooneys all have an alarm that comes on at reduced throttle settings if the gear are not down. That's a nice thing to have! and then there are your checklists, and don't you already make a GUMPS check in the pattern? U is for Undercarriage. I prefer this one: G gear down U is the undercarriage down? M make sure the gear is down. P put the gear down! S @#$%!! Is the gear down???
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    What we have here is a classic case of some highly-strung IFR pilots trying to force their own personal limits on VFR pilots. Let me rephrase: everyone has different personal limits. Don't hold me to yours, and I won't hold you to mine. That's why they are "personal" limits. I flew 1300+ nm each way on vacation with my wife as a VFR opilot. Crossed 200 hours in my logbook on that trip, as I'd had the Mooney for a year and a month. Had the generic 5 hr PPL training, and Insurance required this 62-hour pilot to get 5 more hours of real or simulated IMC during transition. That's all I had, and there were no problems. Took a long lunch in Illinois westbound, and stopped short of Springfield, IL coming home. Not bad considering I logged just over 25 hours on that trip. Were the skies clear all the time? No. Was there overcast? yes. Did I dodge any clouds? You betcha! Didn't hit any, though. the reason I continued training was due to missing a trip that I really wanted to make, going to the family reunion and picking up Mom on the way. Turned around with eyes glued to the TC and AH as the forecast mountain obscuration in E. KY didn't clear up as forecast and wasn't limited to ground fog . . . Go fly, fly often, learn your plane and be proficient. If you can do that, travel the world in your Mooney, as far and fast as you want to go. My own travel plans: if good weather, go VFR. if bad weather, go IFR. if really bad, go CAR. slap anyone who tries to impose their personal limits on me, then walk away. And remember, perfect weather is rare in most of the country.
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    I think calling VFR pilots flying over IFR conditions irresponsible is a bit over-the-top (punny). It's certainly not conservative, but irresponsible? Do you scrub a trip if sections of weather along your route are forecast to be below IFR minimums? While the situation is different, your options are the same. Meaning you've put yourself in a situation where an emergency would require you to bust the regs and possibly dead stick in IMC...off airport. Irresponsible is a serious word. It's also subjective. One could make a case that single engine IFR is irresponsible.
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    I doubt if she is harming the prop by pulling on the tip. I know; sexist and all that, but I couldn't resist . Sent from my iPhone using Tapatalk
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    Today's flight was from egtr to Biggin Hill. I learnt to fly at Biggin Hill and it was nice to be back there after such a long time away. Lovely clear blue skies bumpy as hell. Unable to climb above t due to class A above. Fortunately on 35 min flight but felt like forever. The journey in the car is three hours across town Took 10 roses, one for every 4 years, my mothers favourite.
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    What option am I supposed to put down?
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    I always monitor 121.5. Comes from where I work as a pilot, it's company policy and habit now. Do you folks realize that 121.5 ELT's are worthless now for the most part? You know what system or agency monitors for them now? None!!!! Your only chance is if an airliner gets close enough to you to pick it up and the crew bothers to report it. That's pretty much it. Literally, the airline crews are all that is left for monitoring for the 121.5 types, and I can tell you a lot of us hear so many of them that they can go unreported. When you fly several legs a day and hear ELT's here and there it gets old reporting the things when 99.9% of them are false alerts. And when they are reported the 121.5 types are hard to locate and identify. So please get a 406MHZ (I did), the life you save may be your own. For those not familiar the 406MHZ type, it sends a unique registration number and your last GPS position (if you pay for that option). So it literally takes the search out of search and rescue. They know who you are and where you are. And you ought to be monitoring 121.5 on your #2 comm when possible, it's just good airmanship. I have heard many little VFR airplanes being called out for entering airspace they shouldn't be in on 121.5 by the controlling agency, yet they continue right on course into said airspace. If folks would monitor 121.5 it would save a lot of grief and legal expenses.
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    Thank You gents...! 1) It was a big holiday weekend! 2) I'm still with you. 3) I have so much reading to catch up on... 4) All is good. 5) Economy is improving. 6) unemployment is declining. 7) Mooneys are being bought and sold all over. 8) Siri still thinks the plural of Mooney is spelled "Mooney's"... 9) MS is a great community to be a small part of... 10) Thank You and best regards, -a-
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    Enough already! Does the C172 have a chute? The PC-12? We know what you Monday morning quarterbacks think, give it a rest or take it to the CirrusSpace space. Geez. The Ultras just got certified about 10 minutes ago. After rising from the dead to a viable company with a visible presence at shows, ads in aviation publications, a reinvigorated MSC network, a retooled factory, and almost 200 employees I am pretty certain the Mooney International folks need for this little corner of the relatively small GA world to be cheerleaders. A role I'm happy to play. I and my old M20E are much better off than we were in 2012 when I bought a plane built by a company with about 8 employees sacrificing to keep the type certificate active. Now, let's all stand and sing "Count your many blessings..."
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    There are probably a number of potential buyers who could afford a new Ultra. The problem is that why would they do that when they could pick up a fantastic Bravo at give away prices, put $100,000 into a top of the line panel and end up with a similar airplane for ¼ the cost all in?
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    I mentioned in another post I had conducted my first donated medical flight in the Lancair for the mercy flight organization I am part of (actually President right now). Anyway, it was from KIMT (Iron Mountain, MI, in the U.P.) to Raleigh, NC (KRDU). I ended up with a STAR going in, then vectored around a Southwest Airbus heading west at 7,000' and they held me at 8'000' within 5 miles of the airport. When I could finally come down, I was getting vectors for a long downwind until I told them I could get down with no problem (a clear advantage with turbines). I was given 5L, which is the big runway. Not sure why 5R wasn't offered, as it ends right next to the GA FBO's. Anyway, after fueling and dropping the passengers off (and some distractions from ramp guys wanting to know about the plane) I got my clearance (SID of course, one not authorized for turbines????), started up and got taxi instructions. I was cleared to runway 5R (great news as I saw no activity on that runway, less stress). I taxied to the end, did a few quick items and changed to tower for my TO clearance. Just as I changed to tower, for some reason I looked back down the taxiway. There sits a Southwest Airbus less than 100 yards behind me. Holy crap they look big, that close, when your sitting in a 4 place GA plane! Needless to say I didn't delay my take-off. So much for getting the "quiet runway". Tom
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    Bob, How did you not pass the G-IV when doing that air to air shot? You must have had to throttle back.
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    Sent from my iPad using Tapatalk Pro
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    I rarely make fuel stops. I usually just fly once a day (for up to 8-11 hours) in one shot. Then I get fuel at the destination or overnight stop. I don't see much sense in flying the airlines domestically for pleasure travel. First off there is no pleasure left in the process whatsoever. On the other hand I get lots of enjoyment flying my Mooney. I can bring whatever and whomever I want. I can take my birds. I can change up dates if I want to spend more or less time somewhere. Even though it may be possible to go to some of the places I have gone in my plane by airline, it certainly would suck all the fun out of it!
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    I don't have Powerflow experience, but I replaced my muffler a few annuals ago. The old one was essentially hollowed out - all the internal baffles were shot and MIA. I needed back in the air ASAP and I could not find a single muffler on a shelf in the entire country - everybody wanted me to send them my core and they'd rebuild it. Didn't have that much time. Ended up talking to Knisely Welding in California. They had a brand new, built in-house, exhaust system in stock. Only catch was, theirs comes with new risers, muffler, and exhaust pipe - the only thing reused was the cabin heater shroud. It was was a simple bolt-on replacement, but it uses different pipe sizes or something that makes replacing the whole system necessary (or maybe it was the slip fittings that were different; I can't remember). Anyway, the tail pipe was noticeably longer than stock, similar to a Powerflow. When it came out of annual with nothing else done to the powerplant that would affect performance, I (almost) swear I picked up 5 or more knots of speed. I called Knisely to see if their muffler was responsible for my speed increase, and their response was along the lines of "we didn't test for that during certification and therefore can't claim a performance increase over stock". I swear I heard a wink and a nod over the phone. That's been 3 or 4 annuals ago and l'm still pleased with the purchase and performance. Also, instead of the muffler being ribbed like a coffee can as the original was, they use rows of threaded bolt shafts (I'm sure they have a technical name) for shroud standoffs, which I assume work much better for heat dissipation. Another advantage over the ribs is that now I can loosen the shroud and run my wireless proctologist-style camera up and down the rows, looking for exhaust leaks. Can't remember the price, but I'm thinking it was $1,500-$1,600 for the entire setup.Labor took maybe an hour.
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    I do get all warm and fuzzy when the FBO is expecting me and drives the rental up to the plane and opens the trunk for me to go right from plane to car... Bonus points for a silly little red carpet. Sent from my iPhone using Tapatalk
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    When was the last time you shared the radio frequency with a B-17 and a B-29, or shared airspace with a B-29, or parked on the ramp with a B-17, B-24, B-25, and P-51? For me it was yesterday, and it was awesome! A morning breakfast run to Camarillo (KCMA) turned out to be much more. Many more pictures and the "rest of the story" on my site. Camarillo - War Birds - LA Tour
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    I use YouTube for vids. I gave my Dad his first ride in N205J today.
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    I might be delusional but I feel the used c, e, and f market is just as important to general aviation as the new Mooney and Cirrus aircraft. It allows the middle class younger generation a chance to fly a fast certified plane which provides jobs to local mechanics, paint shops, etc ... MUCH more important than increasing shareholder values for a company in China.
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    Speaking to the OP how you want to use your freedom to fly is up to you for six years of flying I have only one time not got there and plan b got us home even though it took a lot longer. But I doubt there are any IR guys that have never had to scrub because of the weather. Does having the IR make you more versatile as a pilot no doubt does it make you a better pilot well if your flying in IMC then absolutely. On the other hand I have learned from my instructors that there are numbers pilots that don't have as good of a feel for the airplane (stick and rudder) as some that were taught differently. Some base it on the nature of part 61 vs part 141 style training. Some have said that flying a faster airplane makes the need for IR more essential and I think if you are thinking in terms of long long flights and keeping to a schedule probably somewhat true but I think that flying a faster airplane gives you more versatility than a slow one. If I know that I can reach my destination in 4 hours vs 6 I have more control over the weather I am likely to encounter. If I could fly Yoopers Lance I could reach my destination before the weather changes. So my point is the faster you can fly the more you can fly VFR. Whenever we fly longer than say a hundred miles I will use FF and in many trips have never been cancelled even when Seattle advised exactly when they would lose radar they told me to within minutes when to contact Salt lake and when I did they were ready to resume following. I have been vectored around hot MOA's without issue. I have no experience flying on the east side or middle of the country and I think the crazy weather you all have out there an IR makes more sense. I don't know how ATC is back east but I know all the controllers out west are great about providing my VFR requests. there is absolutely no reason you can't own and enjoy a Mooney as a VFR pilot
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    We all make mistakes don't be hard on the guy. We sometimes make those mistakes with our eyes wide open and full knowledge of what we are getting into after all most of us here owns a plane that should be enough proof in itself. As for the OP Tell us a little more about yourself and what your flying mission is. Tell us a little more about why you want to go from turbo to non turbo. Some of us here would like to go the other way. There are may folks here who are willing to help and one even looking to buy or swap with you. Finally like some others have said if you want to pursue that path then a different plane is probably the best path forward for you.
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    OMG! Complete sentences! Punctuation. Capitalization. Not a numbered list! Did you have a breakthrough in your recovery or did you just sleep at a Holiday Inn?
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    Well for me my favourite thing here is all of you..............well most of you. Clarence
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    I really feared Marauder's reply...whew. Sent from my LG-LS997 using Tapatalk
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    One thing I can tell you is that I feel a heck of a lot more comfortable flying VFR while having he IFR skills, knowledge, and capability. VFR without IR is basically clear blue skies or high ceilings weather. VFR with IR allows flying to VFR minimums, over clouds, and peace of mind. I wouldn't dream of doing some of those things as a VFR only pilot and nor would I recommend it without the instrument capability.
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    Think I figured it out...
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    Let's see if I understand this correctly. Some have attempted to use common English pronunciation to correctly pronounce "carusoam" One questions if he will ever be like this "carusoam" guy on the internet. Some pronounce it "Anthony". One has identified the root origin of "carusoam" as a combination of name elements. Another questions the internet and the silliness of screen names. One respondent has verbalized it "let me carusoam that for you". One has a worry for the lack of responsiveness from "carusoam". These are the observations of an internet contributor, who hasn't stayed at a Holiday Inn Express lately and has no qualifications to answer your "very serious" question. [emoji3] Sent from my iPhone using Tapatalk Pro
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    The Rocket ready to go, the Lancair looking "military", in primer, for now. Tom