Browncbr1

booo hissss.. should have looked at F's usually around 1040 useful.... just kidding.. slick looking Bo.. enjoy your new ride!

They are looking for drugs... they do that a lot around here too.. Personally, I like seeing police driving around the ramp. It makes me feel more secure that theft or vandalism will be deterred. They will often drive by my shade hangar and when they see that it's me, they just wave.. It's a commercial airport too and it would be easy for someone to jump the fence near where my plane sits. It's kind of hidden between buildings. Anyhow, they are there to protect and serve and my experience is that 9 times out of ten, if they are approached with kindness and respect, they are some of the best people. Around here, I have never met a less than super nice sheriff... I have, however, met non-friendly city policemen though.

Get your bearings back in a trainer, then no problem to finish up in an F. I got my ppl in my F after soloing a 172. Took a couple hours to get used to the handling differences.

The speeds that different people post are also vastly different power settings. (Not just mods like windshield). My stock 67 F gets 138knts true at gross running the engine easy at 23/23 0-25LOP at 7000. With just me and fuel to the tabs, 147ktas.. I plan 135kts because I climb at about 105kts and I don't go crazy descending fast.. The fuel burn in cruise is right at 7gph like this. Useful load is 1040lbs and 64gal (656lbs payload with full fuel). More range than I care to go.

When I read the thread title, I thought maybe you waxed your plane with KY.

send her for some right seat ready with another cfi.. otherwise, you will lose out on left seat time in your own plane! also, above posts are true.. i would find more value in paying someone else tell my wife she is doing something wrong...

Oh no.

Thanks for all the advice fellas. I've decided I will get a marine xm script now. I was completely unaware that it includes metars and lightening strikes and several other things. (Albeit not at real time)... I think I can also set my aera510 to do a playback loop to help identify trends. Regarding a storm scope, yea, I had seen that some of the older ones didn't bootstrap heading... I did see that a wx-500 would display on a gns430, sandel 3308, aspen and others though, which might be better than having a dedicated display.. I don't have a panel GPS now, but maybe in a few years, which might be best use of dollars.

I had budgeted to replace my rapco vac pump, but it just keeps going with good suction even at low rpm. So, I spent the money on a D2 because I figure infant mortality is more risky than anything. If the pump is still going strong next year, I will probably get one of the engine intake vacuum valves for backup since my AP runs on vac. Long term, I may go with a digital primary AI, as I don't plan on changing my AP... I won't replace my vac pump until it fails though.

Cool, I think I may go ahead and do this for my aera510 since its turn key. Down the road, if the FAA actually does fully enforce the 2020 mandate, I'll get a stratus esg that comes with a stratus2, but by then, I'm sure better solutions will be on market at lower costs. So, less than $500 in xm script costs over 4 years are worth waiting for better stuff and lower prices instead of investing more in adsb now since I already have backup ahrs (D2).. It sounds like XM is a little better and reliable right now.. I found it it interesting that most people posted that a stormscope is pretty essential, but the vast majority voted adsb in the poll. I guess my poll question missed its intention.

Does the $10/M xm marine show metars?

I've been getting big picture from the outlook discussions and prog charts. I get metars and tafs and also review radar, sat, and weatherunderground probabilities before calling FSS. In the air, I've been tuning awos/ASOS/ATIS ahead of me. It would be nice to have a better adsb box, but yea, the imagery can be 15 minutes old. Interesting to hear adsb data improvements coming down the road.

I'm glad there have been so many responses. I'm not quite done with my IR yet, but I make frequent 350nm trips from TN to NE Ohio and plan on using the IR for mainly vfr on top type flying. That said, I am interested to be prepared if I ever find myself in imc for longer than a few minutes. . I haven't been surprised with any weather that I didn't already identify in preflight planning...YET.. I don't seem to get adsb data updates quickly or often enough to be useful. I figure it's just my cheap home made stratux. I've never been able to get an adsb radar picture to show up on screen. Flying vfr, I figure it's not the end of the world, as long as I maintain vfr with thorough preflight planning. The reason why this topic came to my mind is because I am just thinking of pops developing and embedding in overcast while enroute. Not that I would intend to linger in anything that long and an embedded TS sigmet would be a no go for me. I'm just trying to learn more from those of you with experience.

Thank you for clarifying. I thought that storm scope is radar, but now i understand storm scope and strike finder are the same. I will update the poll questions

Marauder, what is the difference between active radar and stormscope?

You're right and I'm sure everyone agrees. i didn't mean that primary means only. I just wonder which tool most IR pilots find to be most valuable in flight. In other words, what would you consider must haves before entering imc ?

At first I had set it up that way, but I was interested in what folks are using as primary data. Operative word being primary.

Just wondering what the general consensus is for weather data for IR folks.

Depending on which company owned mooney at the time, the published performance numbers were embellished by varying degrees. If I recall correctly, subtract 10-15 kts from 70's and later numbers.

I have a 67 F with the twisted wing ( some washout at the tips). I trained and took my check ride in it. I have done many stalls. Power off, it is uneventful. Nose drops a little and immediately starts flying again. Power on stalls is where you can get in trouble. If you don't have enough right rudder, it will start to go into a spin pretty quickly. Right rudder to the floor is needed with a power on stall. I didn't enter a full spin because I took action to not allow it to completely enter, but I will say that the effect of the rudder to get out of that situation was much less effective than the Citabria. My guess is that if you enter a full spin in the mooney, it will require 2 or 3 revolutions to get out. Just a guess based the rate of authority the rudder seemed to have then.. I could be wrong, but I'm not interested in testing that theory and it isn't certified to do that intentionally anyway. Anyhow, give how much rudder is needed with power on stall, it would make sense that it naturally skids if right rudder isn't used, which causes the spin.. Thus, I think a skid stall immediately precedes a deep spin.. Part of my training was in a Citabria where we did a lot of aerobatics, spins, etc. I never tried a cross controlled stall in the mooney and have no desire to try. I am very comfortable doing them in the Citabria though.

Someone said once, beware the Sherwin Williams overhaul!

i venture to speculate that one of those was on a straight in approach to final and the other didn't belly check before turning final. Given the danger of straight in approaches at magenta airports, I'm surprised that so many pilots do it so often instead of just spending a couple more seconds to enter the pattern.

Don't get me started on si1325 and the data plate scandal! Unfortunately, I learned about Kelley and QAA slick "overhauls" and si1325 the hard way. I got my timing back to 25, but I'm going to wait until the slicks die before buying bendix mags, which is what I wish I had done from the beginning. Or perhaps electronic ign.

For amusement, i found the ground video of the video posted on the previous page.

BOLD