kpaul

+1...In the military it is either BOLD FACE or CAPs (critical action procedures) and they have to be memorized. Engine fire and smoke/fumes in the cockpit have been a standard CAP in every airplane I have flown. The remainder of the checklist comes after these actions are complete when and if you have time to accomplish them. Sort of that it's descend and gear/flaps as required.

We have received over 100 inches of rain, per year, in the "Sunshine" state for the past three years.

Tim, Having lived in California, Washington, Montana, Utah, New Mexico, Texas, Georgia and Florida I can tell you that you already live on the correct side of the US to enjoy wide open spaces and GA flying. I am currently live in the panhandle of Florida (the other LA-Lower Alabama). If you enjoy hot and humid or cold and humid weather then it's great. There are probably a solid two weeks in the spring and again in the fall that are pleasant with lower humidity. Spring through fall you get the daily thunderstorms that build along the I-10 corridor, so yes early morning flights or flying after dark is usually the best time. Then there is the F.A.R. Part 93 airspace to contend with. You have MOAs and Restricted Use areas along the length of the panhandle. It takes the enjoyment out of flying in that area along with the tourist traffic and sightseeing/banner tows along the beach. It is a pretty flight down the beach, but if you enjoy terrain then it is a haul to the nearest mountain. Did I mention the humidity? Yes, well it greatly cuts down on the visibility you generally enjoy out west. I know there are many people that disagree with my take on Florida, however this is just one man's opinion.

"As a useful backup to one’s primary flight instruments, all GTN units feature an electronic CDI display with digital track-error indication." From the GTN manual Not the same as a dedicated backup CDI but available if needed. I've used the function on a 430W when the IS&S flat panel died on me in a PC-12.

I used Billy from Boss Aviation at Northwest Regional (52F). http://www.bossaviationservices.com/ I was trying to work through the long distance purchase of a M20F. He did the inspection at the owners hangar at a different airfield. He was very professional, quick to answer phone calls and emails. Additionally, he saved me from making a huge $$$$ mistake. The plane photographed well..... after 29 discrepancies were found on this in-annual aircraft, I was more than happy to walk away from that plane with just the pre-buy bill.

With a little over 5000 hours in retracts, I always use "positive rate gear up," More accurately I always use "Two positive rates, gear up." Looking for both the altimeter climbing and positive VVI.

Since CAS is IAS corrected for instrument and position error, you have to know what the error is (i.e. flight manual). Although, depending on the system, EFIS, IAS=CAS since the computer applies the corrections before the IAS is displayed. As for PA while crushing at any altitude, change you altimeter to 29.92, the new reading is your pressure altitude. All of this assumes your instrumentation is calibrated correctly.

Here is a calculator that you can run to convert IAS into TAS http://indoavis.co.id/main/tas.html I cannot confirm its accuracy though. Or if you are still old school and use an E6B: 1. Set the pressure altitude in the window opposite the outside air temperature in Celsius. 2. Without moving the computer’s scales, read the true airspeed on the outer scale opposite CAS on the middle scale.