jkhirsch

Gotta differentiate between LA and Louisiana...I was expecting some sort of disastrous outcome in the middle of the densely populated metro area.

It sounds like the majority of you have forgotten about China. As far as I am concerned, the US is not Mooney's highest priority regardless of what they say. Let's restate a couple simple premises here: Did the people that bought Mooney buy it to become the number one aircraft manufacturer in the United States? or Did the people that bought Mooney buy it because they think they can make money? What is the best way for Mooney to make money? Do you think these people believe that they are offering a full fuel 4 place airplane? Better yet do you think that the new management of Mooney is downright stupid? The history of Mooney to me is bad timing combined with poor capitalization to weather the storms they went through. While we're at it, they should take 3 of the seats out, redesign the baggage door and pitch Mooney for business use as a 1 person cargo plane. Do you think behind closed doors they are saying that they need to 'take down' Cirrus like some played out American underdog story? They can say all the right things to every Mooney pilot in the US and I'll continue to believe that money always tells the real story. They bought the company to make money, there is money in more places than our good old US of A. Please donate to my campaign to stop myopia it's a wretched condition.

I like the vulgarity from the book better I have seen Blazing Saddles several times though. Never had read the book, but now that I am a "reader" I may put it on the list.

wish I would have caught what you said before you edited

The Treasure of Sierra Madre (1927) clearly predates the FARs: "Gauges, to god-damned hell with gauges! We have no gauges. In fact, we don't need gauges. I don't have to show you any stinking gauges, you god-damned cabrón and chinga tu madre!"

I think there's a delicate difference between won't and isn't allowed to in this case.

From my understanding the only thing missing the is "legal" crossover from experimental to certified. Man it was hard not to bash the FAA in that sentence.

Another thread full of haters and naysayers. My favorite.

I'm curious how many of you have looked at the balance of a government organization trust fund.

I'm going to claim the title of being the "youngest when I joined MS" as I was 23 when I bot my Mooney and 20 when I bot my 172 prior to that.

Sarcasm and mockery are the majority of points I aim for, besides the end of the runway

Paul: All leftover kinetic energy belongs on the runway in the form of brake dust and black rubber.

Clearly any good pilot should look to carry maximum kinetic energy to the point of impact and achieve this on each and every approach to landing to avoid operating at reduced power settings where every single engine failure happens:

She's seems to be handling the crab fine...

I found this essay on instrument approaches which oddly enough cites a Norfolk ATC "staff specialist" as a reference: (It's an interesting read) http://www.safepilots.org/library/contributed/IFRProcedures&Instruction_TeachingNo-gyro&RadarApproaches_08-20-10.pdf

I guess I'm in a "sharing" mood this morning (either that or I'm just happening across relevant articles)...here is an op-ed from the Journal: Major Trump to Ground Control The President’s good idea for improving U.S. air traffic. March 22, 2017 7:14 p.m. ET President Trump often sounds off about America’s terrible roads or “third-world airports,” and he’s landed on one excellent idea: Spinning off air-traffic control from the Federal Aviation Administration. A new report explains how this could bring innovation and efficiency to airspace that the federal government is struggling to manage. Mr. Trump’s budget proposes converting the FAA’s air-traffic outfit into “an independent, non-governmental organization,” as Canada has done, and dozens of other countries have similar models. House Transportation Chairman Bill Shuster last year introduced a bill to turn air-traffic control over to a nonprofit corporation run by a board with seats for airlines, the pilot’s union, hobbyist aviators and more, but it stalled without presidential support. Pilots currently bounce from one radio point to the next, which can result in roundabout routes and wasted fuel. The Transportation Department’s Inspector General airdrops the occasional damning report on FAA’s NextGen modernization program, whose “total costs and timelines remain unclear,” according to the November installment. FAA may finish the project a decade after the 2025 deadline—or 20 years after its technology is obsolete. The agency seems impervious to improvement. Laws in the 1990s freed the FAA from personnel and procurement rules and introduced performance-based compensation. According to the IG, the agency’s budget increased 95% between 1996 and 2012. “FAA’s organizational culture, which has been resistant to change, further deters its reform efforts,” the report notes with some understatement. This record is one reason calls for change are bipartisan. A February report from the Eno Center for Transportation endorsed a government-chartered or nonprofit corporation, and one chairman of the working group is former Sen. Byron Dorgan, who was one of the most pro-union Democrats in Congress. Speaking of unions, the air-traffic controllers are also on board. The president of the National Air Traffic Controllers Association told Congress in 2015 that Canada’s nonprofit air-traffic corporation, Nav Canada, is “developing probably the best equipment out there.” The union no doubt wants the same for its workers. The Eno report details how Nav Canada and other nations collect user fees, not taxes, which forces management to be more cost-effective. The U.S. air-traffic trust fund rakes in money from the domestic passenger ticket tax (7.5%); the commercial fuel tax ($0.043 per gallon); and other fees. FAA also receives money from Congress, and so funding is a political football in fights like the 2013 government shutdown, which furloughed controllers. Nav Canada operates independently with a 15-member board. Fears in Canada that fees would increase without government oversight haven’t panned out. Consumer charges have dropped by one-third compared with the previous tax scheme. Canada handles 50% more traffic with 30% fewer employees, according to a 2015 Brookings Institution report. Nav Canada even sells some of its new technology and reinvests the proceeds. No one credible argues that a corporate air-traffic system would undermine safety; installing GPS in the cockpit and other updates would make flying safer. A private air-traffic outfit would allow FAA to devote its limited resources to overseeing safety and certification. The idea will still be tough to get through Congress: Democrats who oppose anything corporate or private are flying formation with conservative activists who say the bill is a “union giveaway.” This is a strange objection on the right to a plan that would result in 30,000 fewer federal employees. The Shuster legislation extended current law that prohibits strikes or slowdowns. A union that called a strike would risk its certification. Another objection is that the bill would hand too much power to the airline industry, which largely supports change and under the Shuster proposal had four seats on the 13-member board. But the airlines will have to wrangle for influence with two representatives from the Transportation Department, one from the airline pilots union, one from the air-traffic controllers union and others. Perhaps the most significant feat will be convincing appropriators in Congress to relinquish their power. But President Trump has on several occasions noted his intention to make America’s roads and bridges “the best in the world,” and unleashing innovation in airspace is a golden opportunity.

Just thought I would pass this along: (it's more interesting than the ADS-B article) https://weather.com/news/weather/news/new-cloud-species-world-meteorological-organization-cloud-atlas

good deal, hopefully they've got some tee times that can accommodate our schedule.

I'm thinking of going on the 25th and eating breakfast or lunch with Tom and playing golf either before lunch or after breakfast. All of that is subject to availability of those variables. That's an invitation to anyone.

...and I read it and there was not much value to be attained from my perspective. My apologies for a wasted post. I guess I'll try and track down the comments by David Loso and see if there is any insight to be had there.

Just stumbled across this article: http://www.avweb.com/blogs/insider/Is-ADS-B-Over-228636-1.html Haven't even read it yet, but I thought I would point it out to everyone.

Going to be in Colorado on Saturday.

Just wanted to comment for those who did not follow the link to that sensor: For an extra $10 dollars you can get one that has a vibrating alarm, seems to me a very useful feature in a loud cockpit environment.

Myopia never ceases to amaze me.