rbp

you definitely want two separate devices, preferably GPS + nav. nobody needs a ADF or Loran anymore.

we are in agreement.

yes, but 91.213: which in my mind means that 91.205 still controls the required instruments, even with an MEL or MMEL

http://www.risingup.com/fars/info/part91-113-FAR.shtml 91.113: The way I read this, the priority for using the runway, when there's a potential conflict, is as follows: 1. aircraft on final (but not *long* final) 2. aircraft at or below pattern altitude, on base or downwind (in that order) 3. aircraft on long final (outside the terminal area) 4. aircraft on the surface Furthermore, helis should operate out of the flow of fixed-wing traffic, and airplanes (of any size and anywhere in the terminal area), must give way to towplanes and gliders (see 91.113(a))

I read this to mean each and every affected instrument must be placarded. In the PA-28, the suction gauge is only 1" in diameter, and across the panel. Imagine someone departs VFR, doesn't look at the suction gauge, which is now placarded, and doesn't notice that the vacuum instruments are a little slow. 30 minutes into the flight, he needs a pop-up....

ATC Handbook, Section 10: will tell you everything you need to know about radar separation: https://www.faa.gov/documentLibrary/media/Order/ATC.pdf

>Small. Maybe an inch or so to maintain the same speed. yes, well, that's exactly what i said: "you may need a little power adjustment one way or the other to stay on speed/GS/out of the red arc"

if you follow 91.213, you're in the clear

you're going to hate me for saying this, but get rid of everything. you should be able to replace the nav/com, loran, ADF, DME, audio, and transponder, and replace them with an integrated unit of your choice.

Actually, 91.205 is the minimum required. There can be additional requirements in the type certificate or a Minimum Equipment List (MEL) developed for the specific airplane or operation.

its not an elevator authority question, but the amount of forward pressure required on the stick to get the go-around attitude just search google for 'trim stall', eg: http://avstop.com/ac/flighttrainghandbook/elevatortrimstall.html

You asked a very broad question, which garnered right answers, some misleading answers, some incomplete answers, and some wrong answers please do yourself a favor and use an authoritative source, such as the Instrument Flying Handbook, which has an entire chapter (#10 IFR Flight) devoted to your answer. http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/FAA-H-8083-15B.pdf or the AIM's chapter 5: https://www.faa.gov/air_traffic/publications/ATpubs/AIM/TOC.html#Chapter5. Air Traffic Procedures

There is no way this is rotor wash. the blackhawk had departed the runway 36 seconds before the cirrus even appeared. If you watch :28 - :32 at quarter speed, you will see that he nosed up and the left wing dropped. This was in a quartering tailwind, no less, so he had undoubtedly exceeded his endorsement's crosswind limitation.

my M climb profile is 120kias @~500fpm. keeps the CHTs cooler, better traffic visibility, and more comfortable deck angle

definitely read 91.213. Once you've determined that the instruments are not required, you have to deactivate (EG pull the breaker) and placard them. I would also placard the suction gauge. http://www.flightsimaviation.com/data/FARS/part_91-213.html

this is fairly dangerous when you have to go around. instructors call it a trim stall.

A big power reduction? or a little adjustment? Works great in my M. I didn't mention it because the OP has an earlier model

Rear CG improves cruise speed because it reduces the AOA necessary to generate the same amount of lift, but at the expense of longitudinal stability. Stay within the envelope, otherwise you may not have enough forward elevator authority to recover from a stall

Don't know if this will work in your airplane, but for an ILS in most light retracts, you should be able to set the power while leveled off waiting for GS intercept, with the GEAR UP. Half a dot above the GS intercepts at the FAF, put the gear down without changing the power, and at intercept, start down the GS. the drag from the gear with the same power setting should give you a nice 3-degree descent at the same IAS. you may need a little power adjustment one way or the other to stay on speed/GS/out of the red arc, but this method should be pretty darn close.

I'm gonna stake out a position that says use all the flaps. You get a slower approach speed (1.3 * Vs0 versus 1.3 * Vs1 + 1/2 the gust; +8 knots in my M), and the no-flaps landing (at least in my M) is very flat, with quite reduced visibility. This is also the method outlined here: http://mooneyspace.com/files/file/45-mooney-x-wind-landings/

it does complicate things. you want to add 1/2 the gust to your speed on final, so 15G25 adds [(25-15)/2 =] 5 knots to final approach speed, and you will use an extra 500 ft of runway

once you're within 1 wing-span of the ground, you're in ground effect

I think its important to balance staying not just current but capable, with using the A/P to reduce pilot workload. Low and/or night IFR approaches are very challenging (esp NPAs, circling, etc) and you have to be up to the task. But you also want to use the automation to reduce your workload to increase safety. And using the autopilot doesn't relieve you of the responsibility for flying the plane.

yes, induced drag goes up by the square of the airspeed. 6 knots is 3% more airspeed for 10% more fuel burn.

agreed. the low, laminar flow wings won't stop generating lift in ground effect until the airspeed bleeds off. if you try to force it on the ground, it will bounce/porpoise. also sometimes people don't get every last ounce of power out. twist the throttle to make sure its all the way off. even a little thrust will spoil your landings. what I try to do (and its always hard to explain landings) is to level off low over the runway, and hold it off the runway as long as I can by adding back elevator. when it stops flying, the mains will gently drop onto the runway. every knot of airspeed takes 100ft to burn off. if you're on speed, it happens just after you level off. if you're 5 knots fast, you have to burn 500 ft of runway.