usafhaynes1

It's still on the plane. What can I replace it with?

I appreciate all the inputs. I'll continue the practice of pulling MP back into the green arc at the sign of any continued turbulence, no matter how slight. A bump or two here and there is not enough to be bothersome, sustained turbulence and I'll dial it back quickly.

I've been reading NTSB accident reports (almost overwhelming how many per month are listed) and one caught my eye about turbulence. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120531X02455&key=1 My recent turbulence example: I've got speed mods on my M20C and in smooth air, it cruises at 160mph in the yellow arc (getting 150-170kts groundspeeds!). On a recent trip from VA to NY, I was at 6500', light clouds and just after passing east of DC, the turbulence kicked in enough for me to pull MP down to get into the green arc. Amazingly, I had to pull MP down significantly to slow down into the green arc. To me, this turbulence was consistently bouncing the plane around but not enough to cause any altitude changes. Since I'm still a "new" pilot, I immediately pulled power to slow the plane down for the bouncy ride, which lasted all the way into PA. Here is my question, other than extreme thunderstorm turbulence the plane experienced from the NTSB report, which was a fatal choice, how much turbulence does anyone fly through before slowing down? Does any sustained turbulence, no matter how mild qualify as a reason to pull power and slow down (into green arc) or do some pilots only pull power if unable to maintain consistent altitude (turbulence causing more than 10' altitude variations)?

I mounted an iPad Mini to my yoke on an M20C. I used the following: 1. iPad Mini Cradle. http://www.sportys.com/PilotShop/product/17842 2. Ram Yoke Mount. http://www.amazon.com/Mount-Clamp-Double-Socket-Round/dp/B005F29036/ref=sr_1_12?s=electronics&ie=UTF8&qid=1367425824&sr=1-12&keywords=ram+yoke+mount To give proper clearance, the yoke mount is on the actual yoke (not metal shaft) and goes over the top. The cradle is inverted so I can plug in the charging cable on top. When I tried the charging cable under, I had clearance issues during freedom of movement checks. I've had no glare issues, screen is bright during day and have to turn it all the way down at night. It gets excellent gps signal (though I will be buying a stratus 2) and foreflight is my favorite app for VFR navigation, charts and approach plates (for when I get plane IFR certified). Hope that helps.

DonMuncy, I can wholeheartedly relate and feel that your experience will be my own. Other than a two hour'ish flight to NY or Myrtle Beach, most of my cross country will be quarterly flights from VA to MS for guard duty. I plan on filing IFR (even in clear weather) to gain experience but am considering a minimum 1k ceiling for landings. I'm sure I'll be paying for safety pilots to help with proficiency (not just currency).

Understood...my plane is in mx hangar until tomorrow (waiting 72 hours for glue to dry on a newly installed fuel sump that was leaking, they basically resealed left tank after install). As soon as I have access, I will take better pictures and post them for an accurate assessment. My hope is that I can remove the object if it's from the Loran.

I've already requested a safety pilot to help me when I get my IR and my Mooney IFR certified to ensure I can handle the workload! I'll stick with my current CFI since I'm only practicing for checkride at this point. But the difference between a G1000 Cessna and my Mooney is HUGE and I don't feel comfortable taking it out for an IFR plan (in actual IMC conditions) without some practice beforehand.

While I appreciate the comments meant for the original post, the above reference from flightaware assumes a lot: 1. My cross country flight was on 30 march in a cessna with an instructor. 2. What Bnicolette posted from flight aware was my VFR Mooney that I bought and ferried home. None of which was done under IMC conditions. It's currently a VFR aircraft (IFR pending). 3. Flightaware didn't pick up my flight back to TN that left early morning to stay in front of an incoming storm. I took off with 10k ceilings and 7 SM vis. I could see my instruments, I could see the ground and night flight is a bit different than day. Don't assume flightaware has all the info. 4. Bnicollette, don't assume just because I didn't pass the written with flying colors that I don't take flight conditions or my capabilities/limitations seriously. My original intent on this post was for advice or comments on my upcoming IFR checkride, NOT to express my IFR capabilities, which, just as in my private pilot training, is nothing more than a license to learn, not a license to fly through any weather if I feel like it. I'm not here to boast EGO which will get people killed, and in my opinion, is more apparent in pilots with many hours, nor am I here to get lambasted about my IFR training. I'm a capable pilot, learning IFR. I'm here to learn more about the Mooney community, contribute as able, share my flight experiences and continue to make the world around me excited as I am about flying their own plane, which actually surprises my co-workers. It absolutely amazes co-workers that I can jump in my plane at will, after some initial mission planning, and simply fly anywhere. I want to pass my IFR checkride and then start to gain experience in IFR conditions (VERY light at first) and share that knowledge and experience in a learning environment. I'm also sure I'm not the first IFR student to complete 99% of his training in VMC conditions.

My cross country was IMC for enroute, was hazy for the approaches. Everything else has been clear skies. Believe me, I've had actual spatial disorientation recently and quickly realized I was in a descending (on purpose) right hand turn (thought I was straight and level). Training kicked in and I trusted my instruments, made the corrections and took that as an invaluable lesson. My first flights as with an IR will have high minimums until I get more experience, comfortability. Again, I still say out loud my landing checklist to ensure everything is complete, then I double check the landing gear! I refer to my ability as confident with humility.

I do have an ADF wire antenna on top that I'm about to remove since the airplane no longer has an ADF. Can anyone confirm it's the second part of the ADF antenna? I have two solid com antenna's, gps antenna, elt antenna on top. transponder antenna on bottom and this monstrosity. I do have a LORAN that is inop and not sure which antenna it's connected to. I'll be removing the LORAN when I'm ready to install a DME.

http://mooneyspace.com/gallery/image/34054-m20c/ Can anyone tell me what this tube protruding out of the bottom of my plane is? I've researched antenna's and have come up empty.

Yeah...but to do practice checkride tests, you have to have VFR weather!!! Believe me, I'd rather do real world IMC conditions during flight; invaluable experience.

I appreciate the concern. I'd have to agree that multiple items on the test were asking questions that I won't actually use. An example is an ADF, my mooney does not have one, nor do I ever intend on installing one. A couple of the chart questions wanted to glean info that was much easier to find elsewhere, rather than the way the test presented it. I talked to my instructor this weekend and vocalized precisely my concerns that I felt most of the training was "sanitized" without having to constantly troubleshoot, i.e., am I prepared to aviate, navigate and communicate when Murphy joins. His response was that every time he asks where we were, what was going on, I knew where we were and at what stage we were in, and especially reminded me that we were constantly having off topic conversations during the approaches and that I was able to keep the approach and discuss the topics without losing focus. Apparently most students have issues just concentrating on the approach, much less responding to any other type stimulus which is sort of meant to mimic outside factors breaking the pilot's concentration. I'd not thought of it that way. Needless to say, we will be practicing for the checkride in the next 9 flights. Unfortunately, raining here for the next 3-4 days. I've ordered the PTS and will study that vigorously. I'm really only worried about the oral part, not the actual checkride. Thanks.

Practice tests ranged from 70 to 90. CFI seems confident I know the information cold. Guess we will see. I will finish my 9 hours needed and a check ride no later than 13 may.

I have 9 hours left on IFR training with my CFI. I'm flying in a G1000 Cessna and my instructor has repeatedly pointed out that training me is "boring" since I haven't needed any help in navigation, situational awareness, flying multiple types of approaches nor did I have any issues when he pulled the AHRS breaker and had me fly analog gauges on ILS approach. My CFI only allowed me to use the autopilot on the first two flights. Afterwards, all stick and rudder unless I was programming in new nav information/approaches. The flying portion has been uneventful. No issues with holds, flight planning, flying or instrument interpretation. I've always been able to tell him exactly where I am on an approach or on the airway without using the G1000 maps (cfi zooms that out to infinity). I do use my ipad with foreflight for ifr airways and approach plates. The flying part is no issue. The oral exam is what will break me. The last thought, and I'll bring this up with my CFI, is that we haven't really practiced any emergency procedures that I've been reading about. No lost comms, what will you do. No lost multiple instruments, nothing other than AHRS loss. I think that the last 9 hours should focus on everything going murphy. Thoughts?

I've successfully (barely) passed my IFR written exam. Now on to the oral/checkride. If anyone has any pointers, comments about preparation for either event, I'm listening! I'm repairing a KI-209 to get my Mooney IFR certified as well.

I'll always share my experience, no matter how embarrasing. I can't learn from my mistakes if I don't get opinions on my actions!

RAM Cradle for 7 inch iPad Mini from mypilotstore.com RAM Mount with Yoke Clamp and Round Base RAM-B-121-202U from amazon. I bought a charging cable from best buy, ran behind the j-bar so I get power to charge the mini during flight. I use foreflight for navigation. I mounted the yoke clamp on top of the yoke and flipped the ram mount upside down to the clip part is at the bottom. This allows the mini to sit lower and not impede any instruments. I plug in the power from the top which also keeps from hitting my legs. Looks a little odd but has no clearance issues. I also use myflightbook (detects when you take off even if running in the background) and spin a wind for quick crosswind reference. All great tools for flight. Hope that helps.

The landing light switch is fine. Why do I know this? I had maintenance check it out and oh...uh...well...I did my first night landing at XLL last night; was an experience. This post is for those who may think I have too few hours to fly a Mooney as well as those low time pilots who are thinking about purchasing a Mooney as a first plane. I am insured. The insurance company waived all instructor time; even with only 83 hours. Falcon insurance made the case that I had my ppl at 40 hours part 61, was 90% complete with part 141 IFR training and had 14 hours cross country with 9 landings in the Mooney. Insurance company had no issue after that. Also, my CFI had no issues with me jumping in a Mooney with zero time after I informed him of about 30 hours reading posts and about 10 hours sim on my pc with full complex controls. I've read several posts about porpoising and don't understand it. Even if I float I simply have the plane trimmed up for level flight and keep enough back pressure to allow the plane to land. I've never forced the plane nose down on landing. 80% of my landings are with the stall warning sounding just as I feel the main gear touching down. I attribute this to reading, training and piloting skills. I've already rejected 3 landings because I didn't feel safe. I had my first night landing this morning. I'm current for pax until the end of the month and did a quick flight from jdl to xxl (20 minutes!) with a date. Yes, NY was great! I had to reject the landing twice. 1st, I couldn't get runway lights to activate due I hadn't switched over to local frequency (newb mistake). 2nd pass, high headwinds gave me problems with losing altitude. I was 200 feet over the runway at the numbers. I instantly rejected the landing and went around for #3. 3rd attempt, I came in a bit lower, chocked power quicker, watched my indicated and still floated halfway down the runway (damn headwinds!). 3100' runway and I touched down past midpoint but the headwinds stopped me in about 800'. I just let the plane float, saw airspeed drop, realized I was going to set down with room to spare and kept the nose just above level. She sat down nicely at night with 14kt headwinds and 8 kt crosswinds. I don't recall touchdown airspeed, though I never heard the stall warning. I may be a low time pilot with 90 hours now, but I still verbally say BCGUMPS (boost, carb, cowel, gas, undercarriage, mixture, prop, seatblets/lights) at the numbers and ensure that the hair on the back of my neck is standing on every landing. My friend who has 1600 VFR hours refuses to fly at night and thinks I'm absolutely insane for flying at night. I attribute my confidence in that most of my IFR training was done from Jan-Mar at night after work hours. I realize that landing at night is a bit different but I trust my instruments and didn't feel uneazy (just those damn headwinds!). His concern is losing an engine at night and not having a visual of where to land. My counter was IFR flights operate the same way if they are in clouds. He rejected my argument. Oh well. Then again, I'm almost done with IFR training and he is just beginning. I always welcome comments, opinions and advice. I've a devout passion to flying and wish I could do it full time (lottery?) Lastly, I bought the iPad mini with gps chip. I mounted it with the ram yoke mount and used it as primary means of gps navigation. Foreflight rocks the casbah! Here is a quick grainy video Enjoy the skies!

I'm actually torn between my current floreflight subscription and purchasing a stratus 2, or going wingx and the new ilevel sw. wingx and ilevel sw already provide, weather, traffic, synthetic vision, dual screen with map and ahrs view. I can buy the ilevel now, but have to wait for stratus 2 (didn't pre-purchase). I do like FF capabilities but it looks like they are separating the AHRS capability into a new app call stratus horizon. This makes me lean towards ilevel sw and wingx. Thoughts? Also, this is going on my ipad mini that is being yoke mounted this week.

I appreciate your concern. I tried to fly a bit today but after takeoff, I saw a wall of rain inbound, hit the downwind and landed. Turns out my landing light switch broke, so...along with an oil change tomorrow, the mechanic is going to fix the light switch! I did not finance this plane and have requested insurance quotes. I'll keep on flying with that slightly nervous twitch, finish my IFR training and get my CFI to sit safety while I practice IFR in my new plane (once i get the vor/ils fixed and the plane IFR cert signed off!) I'm not concerned about transition training as my current CFI had absolutely zero issues with my plan to go pick my mooney after signing me off on complex aircraft and my display of knowledge about the pattern work in a mooney. It all showed clear this past weekend when I landed at 4 different airports crossing from TX to VA through MS and TN. Also, took my dog on today's flight. I did not notice him finding mud prior to telling him to get into the airplane. I know have muddy paw prints on the right wing as well as muddy back seat. Insert anguishing laughter here.

I did purchase a plane cover today and am considering options for wing (mostly fuel tank) covers. I'm sure this might spark controversy but I'll throw it out there anyway (dangle the hook!). I finished my pilot's license in Dec 2012 and went straight into IFR training in Jan 2013. Yup. I got complex certified on 30 Mar 2013 and two weeks later, at 68 hours of flying time, I bought a Mooney and after 2 greased landings (yes, i was nervous as hell until that first touchdown) I was on my way across country, flying this amazing aircraft home. I flew for a total of 14.3 hours over the weekend to arrive at KCPK with 83 hours under my belt, and absolute passion for the planes' capabilities and a better understanding of my piloting skills. I landed at KCPK under 18kt direct cross winds and had to reject the first landing becuase I had put in full flaps. I never hesitated to take off when I realized I was being pushed off the runway. For the second landing, all the hours of reading about flying a mooney kicked in and I came in no flaps, though she did stall 6' off the runway and set down hard enough to rattle my cage (humility as a pilot is an important attribute in my mind). I accredit my landings, flying and understanding of the mooney's capabilities to about 30 hours online, reading every aspect of managing the aircraft on pre-flight, climb, cruise, descent (500 fpm to keep from shock cooling aircraft) and landing (BCGUMPS for me!). I also have a full flight simulator at home with 3 screens and complete complex flight controls where I spent no less than 10 hours practicing takeoff and landing at every airport I would hit on my cross country. I absolutey believe all the preparation and planning provided me the ability to safely aviate, navigate and communicate! Now...to get my CFI to sit in for some night landings!!!

I have my Mooney on the ramp at KCPK. I'm going to buy a cover for the cockpit and the wings. Right now I'm still breaking in the new engine with mineral oil and am looking for yoke grip updates with ptt. She has a few little quirks that I'm looking into so I can get her IFR certified. Otherwise, she is stable, flies fast and is a thrill to fly!

I'll keep practicing for profiency. I'm pulling final at 80mph and pull power when I see i'm going to reach the runway. Twice I've heard the stall warning come on just as I feel the wheels touch down. I'm always going to strive for that end state! Now, if I can just figure out why I can't get the door key out on unlock. Yes, I'm having to fly with the key in the door because it won't fully turn when I unlocked it!