kpaul

I have a GTN650 and C41 A/P. Did you install a GPSS? The C41 uses the ADI for steering. Without some sort of GPSS the GTN will not drive the A/P.

It will be close. Last year the Mooney Caravan flew in with 51 Mooneys. Of course, getting 50+ Mooneys on the ramp is one thing, getting them all in the air in formation is a totally different animal.

I am not sure that was a win for GA unless the show chronicles Aaron actually getting his PPL. Also, his aviation "friend" was Rob Holland, professional aerobatic and airshow pilot. Not exactly GA.

No, actually the @ plus someone's screen name sends them a notification. Cody owns both a Mooney and a prop shop, he is truly the expert in all things prop. I also do not do the twitter thing, I do believe they use the # not the @.

@Cody StallingsI think this is your specialty.

I just say I will be crossing midfield for a L/R downwind. It doesn't have to be complicated, and in fact I attempt to keep all radio calls, especially on CTAF, under the KISS principle.

OK, so my math is a little shaky, however 120 KIAS is 2 nm per minute. 460' X 2 = 920 fpm. Or 2.3 statute miles per min, so 1058 fpm climb. But your point is solid, without pre-planning and actually running TOLD it would be easy to not be able to make the climb. Pretty sure my M20F will not meet the performance requirements on the best day. I have flown in and out of Aspen in a PC-12, it is an interesting location to fly. On the same trip I dropped into Leadville just for kicks.

Check the parts for sale section. @Alan Foxjust listed some 430s and 530s for sale.

It is owned by the Summit and is supposed to be available at each summit. I also missed the opportunity this past year to recalibrate mine, I forgot it in the plane on the ramp. @mike_elliott

Just go VFR

www.monroyaero.com Says 36 Gal. $3000 plus install.

I would say shop around. I have heard (on this site) anywhere from a checkout ride to 10 hours dual and 10 solo. A lot depends on experience and the underwriter.

Mine still has the step. My wife and daughter appreciate the assist.

I can't stand CFIs/DPEs that teach what they prefer, techniques as procedures (aka. techcedures) On the departure leg after takeoff, the pilot should continue climbing straight ahead and, if remaining in the traffic pattern, commence a turn to the crosswind leg beyond the departure end of the runway within 300 feet of the traffic pattern altitude. https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/09_afh_ch7.pdf

I also have the C41, but no FD.

This is the one I have. http://www.sportys.com/pilotshop/sporty-s-sp-400-handheld-nav-com-aviation-radio.html I have not had to use it in flight however, I have used it on the ground numerous times and seems to work well. There was a thread around here were folks talked about the different ones they fly with. I just can't remember if it was a stand-alone thread or thread drift. Found it:

According to the service manual it requires a replacement of the COM board, which requires opening the box and de-soldering the old and re-soldering the new.

People talk about this as if it is black and white, a hard yes or no. Then will turn around and tell you that not all PPIs are the same and you could still buy a POS even with a PPI. I bought mine without a PPI (gasp), it was less than a month post D-Max annual. Don fielded my call and talked to me about the plane. I have had no surprises in my two annuals since purchase. I had a PPI on a plane prior to my current that told me I wanted nothing to do with the airplane. So my answer is, it depends.

I just signed up, however I am not 100% sure if I will be able to attend, I am still between locations and can not coordinate for time off work for a couple more weeks. If I do attend we will have to stay at a different location since my furry child is not welcome at the Holiday Inn. I was hoping for KHKY, I enjoyed that location. I look forward to seeing you and Nancy again. @Marcopolodid you sign up yet?

Mike is aware and working on the contacts. Jolie first posted this on FB over the weekend. The Bill Gilliland Foundation will be at work again...unfortunately.

It's more than 100 miles, but @jclemensJake Clemons at Daytona aircraft services knows Mooneys. www.daytonaaircraft.com

Well, I guess that makes it ok then... Chronic fatigue + Aviation = Disaster There is a reason the military has very specific regulations with regards to flight duty time and the amount of down time (crew rest). During training 12 hours is the limit. Operationally, it varies per airframe and mission. The Air Force also limits the amount of flight time per 7, 30, 60 and 90 days. This limit is to control the fatigue since that is one of the factors in most error chains leading to mishaps/fatalities.

Having been through multiple (7) lengthy flight training programs, I will warn you that 16 hours a day is too much. You wont be able to sustain that for 6 months. About half that time will probably be sufficient. Sometimes you have to take some time to just let the information sink in before you can pile more on top of it. Having the ability to focus on it as your full time job will help immensely. It will feel like the longest 6 months of your life until you are finished and then you will look back and wont believe how quickly it all went. I am one week from completing a 4 month program. I am of course dreading the checkride, as I have all of the 30 or so I have taken in my career. Good luck with your new adventure.

112 registrations in 12 hours!!! I wonder what gathering is the premier Mooney conference?

Just registered, looking forward to my third year!!!!