kpaul

109 flights, 529 hours.

Thanks, did you actually use the screws or double sided tape/ Velcro? Sorry for the thread hijack, but the Acclaim's cup holders are not in my budget.

Where exactly did you mount them? Pictures would be great if you have them.

He has this plane listed on Mooney Pilots FB page as well....$112,000

Saw this on Mooney Pilots FB page. Looks like a good start and shows the tail off well. (The 1970 date has been brought up to the designer)

I don't use the triple tap because I don't like inverted approach plates and it makes the VFR charts have odd colors. I instead just swipe up from the bottom of the iPad and slide the dimming slider all the way to the left. I even fly that way when using NVGs and does not interfere with visibility. If you forget that it is dimmed down the next morning it will be very hard to see anything on the screen in daylight.

Not sure what form Garmin Pilot uses, if it is the FAA Form 7233-4 then it is covered here http://www.faa.gov/air_traffic/publications/media/aim.pdf section 5-1-9.

Mark your calendars for the 2016 installment of the Marvel of Flight held in NW Florida at DeFuniak Springs (54J) http://www.marvelofflight.com/ http://airnav.com/airport/54J

I agree an ADF/RMI only approach is the most challenging approach left to fly. The most challenging portion for most people is that the needles lie in the turns so you can only get an accurate reading while wings level. I initially learned to fly NDB approaches using an ADF head similar to the picture below. It was challenge to tune, so it already pulled your cross check away from the primary flight instruments and additionally it had inherently unstable needles that seemed to wander even when holding a steady heading. Even with two separate receivers dialed up to the same station there was generally 5-10 degrees of difference between each of the needles. The aircraft I fly for work (PC-12) has the ability to display the NDB approach on the HSI which basically makes it a less accurate VOR approach. There are quite a few NDB's still active that I know of to include Apalachicola FL (KAAF), Little Rock AFB, AR (KLRF), Helena MT (KHLN), Craig Field, AL (KSEM) to name a few. You have to actively search them out for the most part and each of these fields has another approach that is significantly more accurate. I like flying NDBs while VMC just to sharpen my cross check along with stick and rudder skills, but in IMC I'll take a RNAV or ILS/LOC any day.

that is a saying that allows you to fly a course rather than homing. It helps knowing which direction to turn. Knowing that the head of the needle will always fall you can make a heading correction to maintain course, you need to put the aircraft heading in a direction that will allow the head to fall to the course while inbound or the tail to rise to the course if outbound. This was generally taught with mental visual as well....picture your wife/girlfriend bending over to pick something up....head falls-tail rises.

That's homing, not flying the approach course, you should never fly a curve, unless on an arc. Head always falls/tail always rises. Set a heading to get on course and use small corrections to counter the wind and set the wind corrected heading.

How fast is your airplane? I have flown numerous NDB approaches in both the C-130 and PC-12, and unless I am mistaken both aircraft are significantly faster. Even at 150 KIAS you should have no problems flying a full procedure NDB from any approach direction. All that being said, given the choice, I would fly any other approach rather than a NDB.

Nope, Afghanistan.....Although, I did borrow this photo, it was easier than digging through all my photos for one of the trucks. There are a lot of these in Afghanistan and Pakistan. The owners take serious pride in having the right amount of "Flair" on their trucks/buses.

Why stop at curtains and tassels when you can go full JINGLE.

Example of what to run away from. Trust me I did. I was attempting a long distance purchase, my PPI A&P saved me $$$$$.

Yes, I just got a email from Don and he said he would be willing to do a prebuy or discuss the aircraft over the phone for free. Having never worked with him, I'm impressed, that is a pretty stand up way to run a business, since he could have had me pay for the prebuy.

According to the insurance it is because I have 5000 hours in complex aircraft, however I have zero in type, so I think it is not nearly enough to ever feel remotely comfortable. The soon to be new2me M20F is currently owned by Jax88 another MSer. I found it listed in the "for sale section" of this forum. It has a GTN 650 w/ Century 41 Autopilot +GPSS. I have about 1700 hours of GNS 430W experience so I am interested to see how if at all that translates to the 650.

I love the enthusiasm, however unless one of you gentlemen want to fly the plane to me in the lovely Horn of Africa, It may be a few weeks yet till I can take ownership. ~kp

Thanks Mike, I just PM'd Parker, but will let you know. Tarpon Springs is a good distance from PCB although probably worth the trip for an Acclaim. I am in the process of purchasing a 75 M20F. I will need to knock out my training in Texas since that is where I will be picking up the plane. The crazy insurance company only requires me to get one hour of dual. I do have a little over 5K hours in complex, all turbo prop. I only have 90ish in GA and none since 1999. So I am confident I can make the houses get smaller and larger, however I know one hour is a little shy to be anywhere near current or proficient. I figure initially I would like to fly at least 4-5 hours in the pattern and instruments just to feel comfortable with the ferry flight home, then I will look at picking up a few more hours with a CFI once back in Florida. ~kp

Thanks for the information. I am still working out the dates for taking delivery of the aircraft although I know it will happen at KGGG. I live in the panhandle of Florida so I will need to complete the transition training to ferry the plane home.

I have only heard good things about Don. I have a couple of emails into him, but have not heard back. I would call, but am deployed overseas and not in a position to make phone calls to the states. I'm sure he is busy with the winter rush for annuals and the holidays. On a different note, sorry to derail this thread further, but does anyone know a good Mooney CFI in or around KGGG to do a checkout?

Thanks for the advice. Actually, the owner also a MSer, uses Don for his MX and is actually taking the plane in for a couple of items that were deferred during the annual so I will probably just have the prebuy done at that time. I'm not sure Christmas is a convenient time for the annual to come due and I know the financial advisor (wife) would concur.

Question about having a Don Maxwell prebuy. If Don did the annual and signed it off on 31 October 2015 and you were going to buy this plane in December 2015 would you have a prebuy done or just use the recent Don Maxwell annual?

I'm sure your were intimately familiar with your surface but occasionally burrowing animals design traps that cannot be seen from the cockpit that can quickly become expensive. World Famous Caddyshack Gopher and the remains of a propeller from a PC-12 after the nose gear fell into a subterranean tunnel. I know the weight bearing of a Mooney and PC-12 are different but the results would be the same.

Turning and climbing away from the traffic conflict was a smart choice. A full 360 might be more aggressive then was needed and also confusing to ATC. 30 to 45 degrees in most cases along with a climb should be sufficient to build separation. Being able to keep your eye on the other aircraft is always preferable to turning your tail, especially if that other aircraft was already showing erratic flight patterns. Climbing aggressively would have also cause you to put the other traffic in your blind spot. All of this of course followed by trying to get a look at the N# and filing a HATR.