Shiny moose

Bryan, I agree with your statement. It was in the late 80s flying a 172RG IFR with Dual VORs, an ADF ( lots of NDB approaches) and a wing leveler for my first corporate job. I am really thankful for the wing leveler it saved my ass many times as a young inexperienced pilot, the icing was the worst of it though( Midwest winter flying in a NA airplane) . When company upgraded to a light twin with a loran and an RNAV I though I was in aviation heaven. Then the GPS came, yikes I could fly direct, and overlay of those pesky NDB approaches. I often thought my piloting skill went away when I took a job flying a Beechjet. FMS took away the need for situational awareness, autopilot on all the time(company rules and the airplane flew like a MAC truck anyway) and another pilot to help out with workload. Took a 12 year hiatus from flying and came back to all this IPad/ glass,fore flight, Vnav GPS,WASS, Yikes again . So much information!!

Don't be fooled by the price, EZ heat makes a really good product , way cheaper than the competition, simple install, it will keep your engine toasty, just make sure sump is very clean when installing. I use an old soft sleeping bag over the cowl, leave it plugged in all the time when its cold( except when flying of course) No advantage of unplugging it.

Cecilia, I am very sorry to hear about Jerry, this is a great loss to aviation.I wish you and the rest of the family the best Jeff

If your trimmed for let's say 90KTS gear down, and power set at 14-15 inches and your on the glide slope. When you go missed leave the trim alone , just power up ( don't slam it, firmly forward To take off power) the airplane will magically stay at 90KTS( you may get some minor fluctuation until airplane stabilizes) but you will be climbing(I.E. Positive rate) retract the gear, now in this new configuration, trim for desired airspeed in climb let's say 105KTS, when you get to disired missed altitude reduce power to the 105KTS level flight power setting, maybe 18 inches. Navigate your missed, keep your speed slow 105KTS (fuel savings, and keeps you at gear speed) in the missed hold or return for approach, if leaving the area power up!! IFR approaches are all about constant airspeeds and power settings ( mine were just make believe) with very small adjustments (1/2 inch at a time) for wind(ground speed)to control descent and climb rates Know your airplane, do no let anyone rush you until you are comfortable, keep your work load down, keep your work load down, keep your work load down. I could say it more so you remember.

When I used to fly wth paper enroute charts it was always north up, now with the IPad (fore flight) I track up most of the time

I have a sensorcon also. I think a CO sensor would be something that everyone would want in light piston aircraft, if not for you for your family. I personally know a dude that took off with his wife and both woke up after the crash, in a field (both survived) , he remembers taking off but that's it, all because of a corroded and cracked exhaust and shitty maintenance on a newly purchased aircraft with a fresh annual inspection. I would not fly without a real detector, if you don't have a panel mounted one get a portable one ($100) not a sportys circle it just may save your life

Aaron, My 2ct. Know the numbers for YOUR airplane and if ASKED, be able to show where you got them. Get YOUR information from your POH ,maintence manual, log books, or sups that have been added and included, do not use information that you heard online unless you can prove it in your particular airplane information.

I don't know where you people are finding tailwinds, I seem to never find one, for me they are as allusive as Bigfoot.

I think John Breda a member here had one for sale I will look up his info and forward it to you

I have a GX50 and I use the same 4GB PCMCIA cards with a skybound ( I have 2 cards ) and cycle them with each update, that way if there is a failure of the card at least I have the previous data. No issues on the Jepp site very simple to use. The skybound might be a bit difficult to locate just cause they are old not that they are rare. 4GB cards are easy to locate (flea bay has them )

Never seen that before, but in my personal experience that 150 hour mark needs to really be 1500 hour pilot. That seem to be the point that pilots are getting very comfortable and proficient in their abilities that they will push the limits of both airplane and themselves (how do I know this!!)You will always make mistakes, learn from it and have fun. Thanks for sharing it helps all of us Oh and just because you have an IR you should still have personal minimums and other issues come into play( think icing and you cannot climb or descend for the next minute that seems like an hour, meeting take off and climb perfomance requirements without visual references, holding,ATC delays, or even fuel management that may get into your fuel reserves) , some of your minimums should be higher than what the approach plate or regs state, until you are very comfortable with instrument flying, not just autopilot flying. Shooting an ILS to actual mins looking up without seeing shit, then a real missed approach with maybe a climbing turn to intercept a radial to a hold, while changing a frequency with an autopilot on and one without any autopilot are 2 very different things. This of course is just my personal opinion

Just remember that signing off an annual inspection mechanics are verifying that the airplane and its parts are in ad compliance from build date until that date annual is signed. just going back one year and seeing if any new or recurring AD's using past mechanics lists is not good enough, unless of course it was you who did last years inspection. Most mechanics that I know and myself, upon first annual of an aircraft that they have not seen before spend several non paid hours making sure some past mechanic did not miss an AD years ago, compile a new list ensuring compliance. More than once there has been a very surprised owner with an AD that was missed in the past years by mechanics only searching since last year and signing an annual.

I have been turning aviation wrenches for a long time (30+ years), a good amount of hours (7K +) many hours of dual given , lots of different aircraft, lots of weather, single pilot and crew flying, and flown with many different people, some with less experience and some with much more than myself. One thing is common in all, everyone makes mistakes in aviation, and any pilot or mechanic that says they never have made a mistake hasn't flown enough or turned enough wrenches. The great part is we get to share these experiences with others, for entertainment, to help, or just for fun. That's it Fun, it's supposed to be fun. Live, learn, repeat!

You have to love this site and the experiences of its members. I am very happy this turned out the way it did. What is your opinion, leave gear down longer on take off or continue positive rate gear up? One of the reasons I do not change fuel tanks before take off is hopefully I get to the water or contamination ( I always sump tanks) on my taxi and run up before I give take-off power! Once upon a time I once fueled a Belgian military helicopter from a military fuel truck and put 15 gallons of water in his jet fuel tank, thankfully never even got it started. Seems fuel farm had left the top of the truck open overnight during heavy rains and no safety measures ( ie filters on the truck )

This is just my opinion, upon positive rate get the gear(drag) up. I personally want altitude and airspeed, keeping the gear down just slows down getting either one of those, or both. The kiss rule applies here, if we teach students to retract upon positive rate each time, every time, then one less thing to think about when in a high density or short field situation. I suspect we could use the theory of each knot over proper landing speed increases the landing distance by 100 feet. So take off at 70 climbing out at 90 with gear down then an engine failure, may cause a 2000 foot increase in landing distance, never mind distance eaten up by loosing the altitude to get back down to the runway, but that's going to happen fast at 90 unless we trim for different. Someone should try this on a real long runway( I don't want to do it in my airplane ) Normal take off, leave gear down, climb out at VX or VY, at 200 ft, engine to idle, land at normal landing speeds, and see how much runway is used, I suspect it will be lots more than we thought

What in the druck is going on here! And on his farm he had some drucks, here a druck, there a druck, everywhere a druck druck!

I've done lots of flying all over the US, Canada, and Mexico and I agree with you ground operations WERE the hardest thing , but with this IPad stuff and foreflight it has change the world of aviation. I Took a long hiatus from avaition when I came back to fly for fun only, I was amazed at what had transpired

IMHO descending into a pattern is not a great idea you may descend into someone flying the in the pattern. Overfly the airport at pattern altitude, traffic will be easier to see as it will not be in the ground clutter (at least even with horizon) your favorite old timer that has no radios will be happy that you see them, and not drop in front of them or on them As for learning to slow down a M20F to gear speeds, simply plan your descent, every thousand feet you need to loose plan 5 miles, (ex. Need to loose 7000 feet to get to pattern alt start descent at 35 miles out roll the nose down and trim to top of green(same for smooth or bumpy air for consistency ) reduce power slowly 1 inch per 1000 you descend , minding the mixture, stop reducing power at 15-14 inches level off at pattern altitude a few miles from pattern, speed will bleed off after several seconds and will put you at gear speed abeam the numbers or before, without needing to change power put the gear down and that will slow you to flap speeds, when flaps are all down, trim for airspeed and start reducing power to control your descent and landing spot . Keep your workload to a minimum, every one has different ways of doing one thing, no need to move prop from high cruise, to low to descend, to high land, this is just my opinion and will work for you if you are having a hard time

Found one, thank for all the help Sent from my iPad using Tapatalk

The difference in a 200kt vs a 185kt airplane flying from BOS to LAX 2270 miles in a no wind ( hahaha) flight is only an hour, downgrading to 150kts will add another 3 hours or 15 total flying hours. remember I said no wind!!! no matter how you look at this its a long ass couple of days travel. If you have a couple of young kids and a wife asking them to remain calm and sitting for 2 full flying days adding in fuel and food stops, you will only do this trip a few times before it ends, either by the boss( your wife) or by you not wanting to hear the boss tell you she doesn't want to do this anymore. My opinion only! Sent from my iPad using Tapatalk

With everyone upgrading early to ads-b maybe someone has an ADT300 laying around, I will be needing that antenna also. Yes I am a CB Sent from my iPad using Tapatalk

Just ask your favorite float plane pilot, if on amphibious floats about landing in the water with the gear down. It's a big huge no-no. The drag caused by a gear hitting the water will likely cause the plane to flip over. Sent from my iPad using Tapatalk

Check you messages or email me jeel@mchsi.com Jeff Sent from my iPad using Tapatalk

Just remember, signing off an annual is stating that up to that date and signature, the aircraft IS in airworthy condition, including all other work and inspections in its past, not future. So hanging another engine or prop after an annual would only require an entry in log not another annual Sent from my iPad using Tapatalk

The 1.5 extensions are very simple and you could make a set without too much work. 3 inchers are a bit more involved, but doable. If your 6 ft tall check your seat, if it's old, soft, and allowing your butt down and back, increasing the distance to the rudder pedals, you might just need a nice seat cover (sheepskin) I'm 5'11 with 31 inseam and on the last seat hole without any extensions, just a quality cover. I have the drawings for both. If you want a paper copy let me know Jeff Sent from my iPad using Tapatalk