Yetti

I would guess if the winds had a objective SOP then I would have one too. My SOP is to be "airline smooth". Landing wise my routine pretty much mirrors the POH. In the last 6 months I don't think we have had the same winds twice. The 4 area airports are all reporting different winds and on my bike ride the winds shifted mid ride, so I had to beat upwind on the bike for the long stretch which I try to plan as a tailwind.

I left that there, since everyone is taught it is bad form. If you did not go to full flaps then looks like you have better braking action. About the only thing I touch besides the brake and dynamic braking from full elevator is reach over and pop the door open.

He/she is signing the plane as airworthy. TBO is not an airworthly item. Making metal and low compression are airworthy items that Lycoming has guidance on.

If the engine was done in the 80s it may be fine. What we are kind of learning with lots of stories is that the metallurgy of the cams and other components starting in the early 90s through the early 2000s was not as good.

hmm my POH says half flaps before turning base and final. Then flaps as needed. Seems like full flaps would cause more float. "For maxing braking effect, raise the flaps and apply back pressure on the control wheel as you apply brakes"

To get your Sim time that is loggable, you will need to be an approved simulator. Even the Redbird Full Motion sim is not that realistic, but it is cheaper to get some hood time. My CFII did a lot of his instrument training with MSF. Which is kind of funny since he is now flying a seaplane in Alaska and they fly all Visual sometimes really close to the water/land. Right now you are trying to learn without use of instruments. That is the V part of VFR. be able to fly plane without any instruments or other gizmods

If he is not going to sign off, then there you go

I have the yoke, pedals, and throttle quadrant with MSF. I found it useful to learn things I would not try in a plane, like what is min altitude to turn back when the engine quits on take off. I have some time in a Full Motion Redbird Simulator it uses MSF for the system. Just has more screens than most people have. You can pick up bad habits that your instructor might have to spend time to get rid of. It can make you more dependent on looking at screens. It is fun to try and get the C172 to take off from that high airport in Nepal or land the caravan on the carrier. Or learn that you can restart the Caravan and beat the system.

I think you are missing the point. It is not be able to do this or that. It is be able to do all of them. Electronics devices are fine, but you need flying skills and pilotage and to be able to fly by the seat of your pants sometime. During primary training I was with my instructor. I was flaring for landing on a narrow runway and the outflow of a thunderstorm hit us. Suddenly the plane was 40 feet off the runway. The only correct action was to fly level gain speed and get out of there. There was not really any time for my instructor to react. Sims are fine, but they are not flying... just sitting behind a computer screen.

It would matter for who would be inspecting your plane. Go have a chat with them

drill the hole then split the block

Generally pleased with the concept Camera Mount. Need to refine it and make it small.

Keep moving and keep thinking, when you stop doing those things it gets worse quickly. My DPE 5 years ago was 85 or so and sharp as a tack. I heard he lost his medical due to eye site this year. Bomber Engineer. Test pilot for Navion. Great stories.

G1000 is great, but as said for IT people it will suck your head inside, because we are used to getting all our information from a Screen. till that flight that comes back later than you thought and you don't know where the dimmer control knob is and it does not work and now both screens are totally dark. (The trick I learned later is shine your flashlight till you hit the sensor and it will light up the screen) It was no big deal to land the 172 without the screen since I was used to knowing the feel and the engine sound. You should be able to land the plane (and reuse it) without any instruments at night. Think about getting to that level. Since you are used to closed systems with the iPad, Garmin may be an option. They are closed system also.

Look up stratux you can build your own ADSB receiver. So you know I am an IT guy. The fun of learning to fly was learning what all the system on the airplane do and how they can work for me. I intentionally learned on steam gauges. The advantage of steam gauges is you don't need to translate a number in your head to make information out of data. I have flown G1000 for about 20 hours, but you can't scan a screen and see that the needle is in the right place and move on. You can spend more time looking outside with steam gauges.

What Hank quoted. I landed with my Dad once with full flaps in gusty conditions and he said "What was that?" I said playing with full flaps landing. He said "Don't do that again"

I am starting to wonder about your instructor, why is he spending teaching time teaching you the Autopilot and you have not even soloed yet. Also has he taught you about trim? and throttle while doing steep turns? Lots of finesse in flying well. I grew up racing sailboats and going fast in a small boats is about finesse. The Mooney is a joy to hand fly. It seems like you are horsing the plane around. I used to do that then learned to settle down. For the accident in the Cirrus the NTSB will probably take a year to report on it. They were taking off and short of an engine failure I would go with stall spin that the instructor could not catch in time. Based on what you are describing and the Navasota accident it seems the Cirrus may not be the best plane to do the first part of your training in. Hobbies should not kill you.

For the drill press I have an old Delta with a #1 taper and the larger bits use the taper. The capacitor is gone on the motor so you turn it on and give the mandrel a spin with your hand to get it going. Pretty sure it is older than I am, but it drills a straight hole. The more proper way would be to cut the bar stock with a band saw. Then use a round nose mill to put the 3/4 inch hole in on the split pieces. But that would take time and measuring and stuff. Or you could use the table saw to put the 3/4 hole in with multiple passes and vary the height. I cheated and used the mill to put tapped holes in to be a little less random on the placement.

Same thing with a corvette. When your legs are in there, they are in there.

Since you are all about research Read the thread below and tell us what you learn from it. This one still makes me angry because the airport is close to my home field and it did not have to happen.

I am 6' 9" tall. It's about the same as a Corevette which I also fit in... at least the C5 model year

The F is 3/4" center post. I used 2" alum stock, it could be smaller and be more refined. I hate to post this because if you hurt yourself don't blame me. Cheap wally world Black and decker circ saw blade on the table saw to cut the alum bar stock. I drilled the holes to clamp and all the threaded holes to hold things, sun visors and camera mounts. Going with 10-32 on all threads. Drill the 3/4 inch hole through the center. Then go back to the table saw and cut the block in half using the fence for a guide and using push and feather blocks to hold things. There is a lot that can go wrong with doing this on the table saw, but I have been doing stupid table saw tricks for years. Go back and drill out one half of your clamping screw holes. Don't stand in the line of the saw blade. Kick backs happen. for visors I am going to thread some of the stainless rod that I bought. Still need to work on them so they don't stick straight out when up.

It does not matter the conditions. You still have to fly the plane and make it do what you want it to. There is a glider base not far from where we were flying so as you might guess we get pretty good thermals going. Sounds like you may want to use the trim more. My left arm is usually sore after manuevering the Mooney for awhile, but in cruise it just needs a thumb push or pull. As you will find your thread is about the same as all the others around here.

I have not removed the original sun visors. They are in a superior mounting position. The center mount could be used by people who do not have the factory tab welded to the factory tubing. If someone has the factory tabs but not the hardware, I have made duplicate hardware that could be installed as Owner Produced. For the center mount the use is for my install is a camera mount. A clamp with thumbscrews is a clamp with a thumbscrew. There are lots of configurations There are several ACs covering these type things. Wondering if you had a chance to read them?

So weather moving in today (air conditioner last night, heater today) so Mrs. Yetti and I made an evening flight for cheap fuel. Still $2.949/gallon Lots of hardware on the ramp at Brenham. Really nice jet and 2 king airs. who knew that selling charcoal briquets could be that profitable