kpaul

It's not that bad, and after all my students are being paid to be here and it is their singular full time job. We take them from 0 hours and in 12 months turn them into competent military pilots, so we have to push them pretty hard. I get them at their 6 month mark and between 60-80 hours total time, that's when they start flying the Beech 400. After graduation they are off to fly C-130/C-17/C-5 or KC-135/KC-10 among others. In addition to instruments, we teach them to fly low levels both single ship and in formation along with simulated airdrop and aerial refueling.

That and it is a great way to make sure you dialed/typed in the correct frequency. I have witnessed folks putting in the wrong LOC freq either by "memory" or being off by one approach plate initially. My favorite question to ask while flying down a LOC final is "are how confident are you that you have the correct frequency dialed in?' That is usually closely followed by "so how's your timing working out?" Yep, I make them time on every approach. It only takes once or twice before they realize that I usually won't ask them questions inside the FAF so long as they TIM and complete the 6Ts. My student yesterday flew 8 approaches, 3 were full procedure, 3 were circling, 2 were single engine, one was flown to a published missed and hold. It was a combination of VORs, LOCs, ILS and RNAVs. Not bad for a 150hr pilot trying to think at 200kts. W logged 4.5 hours on two flights that included 2 drop-in locations and 2 full stop locations. He learned a valuable lesson on the final RNAV approach to a full stop. Unlike the previous RNAVs of the day, he elected to skip the confirmation steps after loading the approach. Who knew that it is difficult to fly a RNAV when the ILS is loaded into the GPS? The clue light finally came on as were approaching the FAF and the name was wrong and the coupled AP did not descend on the VNAV profile. I finally had to step in and reload the correct approach. It was nice that we were in VMC conditions and the RNAV and ILS are near identical ground tracks, it kept me from being violated while still allowing him to learn the lesson.

@Raptor05121 this question is for you ^^^^^

You mean Tune-Identify-Monitor (TIM). Yep, I make my students do that for every and all NAVAIDS used to include VOR, LOC, TAC, NDB & OMs. We can't separate the VOR ident from the DME, but since the radios auto tune the paired DME we rely on the VOR ident. They do get a break from listening to Morris Code on RNAVs, but only after they check RAIM and verify the courses, distances, altitudes, names and sequence of the loaded approach matches the plate.

You would be more than welcome. As @Bob_Belvillesaid there is a good chance we will need safety pilot help.

Sounds good, thanks.

David do you have any of the cams left to sell?

The 12lbs is the amount of fuel you burn from start up to take off ~2gal.

Interesting how increased capability and safety is a no-go for some. I can tell you that in the Beech 400 I fly, coupled, the A/P will fly a LNAV/VNAV(plane is not LPV certified) like it is on rails. Coupling the ILS/LOC all depends on the airfield and the conditions of flight. Sometimes it is spot on, others especially with wind/turbulence it is OK. I would never couple a VOR or TAC, the A/P hunts and over corrects. I can out fly the A/P on every approach accept on the RNAV. So with the GFC500, I CAN fly any approach in the book and I MAY have to hand fly, but only if GPS is down. Oh the horrors.

LOL, No @Bob_Belville attended one of MAPAs Pilot Proficiency Programs (PPP). I am assuming that cost included: Registration, Hotel, Food and Fuel for the weekend. Not a bad price for Mooney specific ground and flight training.

Yet it appears that the flight was under VFR. Also, according to the FAA the registrations has lapsed. Flight Aware shows the last bit below 2300' with VVI up to 6000 fpm.

Its an antenna array.

Good News/Bad News...The good, if you were in the air you would have likely not have smelled any burning especially with it in the empennage, The Bad, if you were in the air you would have likely not have smelled any burning especially with it in the empennage. Sounds like it is the time for LEDs.

Not really. Level flight can occur at many different attitudes, all dependent on speed and configuration.

Yep, just like every other glass ADI I have flown behind, to include C-130s, PC-12s and Beech 400s.

Glad to hear it, see you in June.

Brad-come and visit "beautiful" NE Mississippi. I filled up for $3.50 on Saturday.

That is true, until the GFC is connected.

You can set headings and altitude preselects on the dual G5s. You will need the GFC500 for climb descent. The heading on the HSI is the default, so you just spin the knob. On the ADI, the altimeter setting is default. To set the altitude you push in the knob, select altitude and dial it in. FWIW, I have dual G5s and really like them.

Bob, Thanks for the shout-out. I am planning on flying in for the lunch tomorrow.

It was listed as a UAS TFR. They were flying some RPA from GPT into the Warning Area. They are required when you have RPAs operating outside of a Restricted area or MOA

Assuming I make it to NC to pick up my plane this weekend from annual and the weather next weekend holds out, I will be there +1.

Yep, according to my agent it was retractable singles that took the hit. Too many gear ups. The advantage of the Cherokee 6 is the gear is down and welded.

LOL, you order a lot from Amazon. I just checked mine, 55 orders for $14.08 donated. To be fair we have way more orders so mine would be higher but my wife has her own charity that here smile.amazon goes into.

@Bob_Belville^^^^^^^maybe you can answer this question