ragedracer1977

tired the wing mount yesterday. Out at the wingtip. Posted elsewhere here but thought it fit in this thread as well. Hero4 in a case. As you can see, the mount swiveled a bit in flight. Need to crank it down a little tighter.

Last one for the year! Tried mounting a gopro on the wingtip. Came out OK. A videographer I am not, lol https://www.youtube.com/watch?v=C9DrWB7AoyU

I've been debating using a sticky mount on top of the wing to get a cockpit view, however I'm wondering how much that would affect the airflow. A go pro on a mount isn't much smaller than my speed brakes. Thoughts?

Is the NTSB video misleading? It shows him turn left almost immediately. Within a second or 2.

I'm about 30 hours in to my IR training in my '63c. I too struggle a bit with going missed and getting the gear up. It takes more muscle than I would like. I haven't really figured out a good way to do other than go full power, raise the nose, unlock the gear, then push the yoke forward while pulling the gear handle back. The slightly less than 1g helps get the gear up.

I swear the boot on mine is an old dirty sock. With the colored calf bands and everything

People have done it with a safety pilot and had success every time that I know of. You're obviously not using the ipad GPS, but either a stratus or another source that will run the AHRS. I'd feel less than comfortable trying it, but I certainly would if I had to.

Interesting. I was looking at the manual and could only see one audio out. Upon further reading, it looks like you're right. I'm going to want to get that fixed. It's annoying.

So, it turns out my radio is just fine. @N201MKTurbo is a genius, or I'm a moron. Not sure which, but I'll go with the former for now. First, let's note that I said 'it's been getting worse.' Next, let's note that I've posted several times lately that I'm using my plane training for my Instrument rating. Finally, let's note that I stated that on the audio panel, the audio for the nav comes through on the same 'channel' as the voice. I went down and saw Rich last night. He sat down in the plane and had me fire up the radios. Sure as can be, very staticy. He says "Let's try turning down the nav volume on the radio." Static instantly gone. So... What had happened was - as I was training for my IR, my instructor has been drilling very hard to listen for the morse. So, of course, I had to turn up the volume on the nav side. Now, since the audio from the nav comes through the comm, and it's open squelch... Static. Thanks Rich!

I flew an instrument XC today and we used it for getting ATIS and nav functions. It wasn't so bad way up in the air today. I'm going to pull it out and clean the connectors. Also, I see I have 2 comm antennas on the roof. One is pretty new looking (been replaced since the plane was painted 12 years ago, I can see the old paint lines). I'm guessing the older one farther back is the Comm 2, but who knows.That antenna (the one farther back) is corroding at the mount part (the cast aluminum base) and the paint is flaking. Could it be just that there's some corrosion in it causing problems? The one farther back I should be able to access through the tail access panel and clean the connection, the other appears to be right above the cabin speaker so I might be able to access the connector there without having to pull the whole headliner out.

Yes, the static gets worse pulled out.

The static has always been there as long as I've owned it. It occurs even on the ground with out the engine running and nothing in the plane on but what has to be on. I would say the static has gotten worse, though. Is there a way to easily determine which antenna it is? For notation purposes, the 430 is crystal clear.

My Nav/Comm 2 has some issues. Whether there is any transmission or not, switching to com 2 on the GMA-340 is immediately 'staticy'. I can transmit and receive, but it's very difficult to hear what's being said, due to the static. It's a Narco NCS-812 - similar to the MK-12, but with DME capability - although I don't have DME because it doesn't have the upgraded VOR indicator. Also, I noticed that to identify the VOR, I can't push Nav 2 on the GMA-340, I have to push com 2 (this seems like it might be normal as the manual says the nav and com share an output). It does receive the navigation information, etc. but it's mostly useless as a com because of the static. There is no squelch control. Does this sound more like the radio going bad or a bad connection somewhere?

It's not in the FAR's, IIRC. It's just in the AIM. Paragraph 270 (d) of the Airmans Information Manual directs that ..."When ATC has not used the term 'AT PILOT'S DISCRETION' nor imposed any climb or descent restrictions, pilots should initiate climb or descent promptly on acknowledgement of the clearance. Descend or climb at an optimum rate consistent with the operating characteristics of the aircraft to 1,000 feet above or below the assigned altitude, and then attempt to descend or climb at a rate of 500 feet per minute until the assigned altitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least 500 feet a minute, advise ATC."

@carusoam I don't particularly have a plan to go for ATP, but who knows. I've still got 25 years of ATP flying time available. However, I do at least want to go to CFII. Something to do on the weekends or what not whenever I finally put down my tools.

Sounds to me like my CFII is correct. You have to be 'in the system' on an IFR flight plan. I can't be PIC as I'm not rated, so it can't count for the commercial XC.

My CFII thinks it has to be filed. He's researching it and reaching out to local DPE's.

I talked to my CFI about using it for XC commercial requirements. he's going to look into it more. He thinks you can't use it, because the CFII is PIC because the flight has to be flown filed as IFR. I can't legally file and fly an IFR flight until I'm rated.

Sure enough! Thanks. I'll point that out to him and make sure we do that. I am interested in pursuing my commercial as well. The commercial XC is the only requirement I don't have currently met (other than I need 50 more hours of flight time). If it wasn't for the Solo or with CFI, I'd be fine. I have multiple flights that qualify, but I always had someone with me.

It was my understanding that the commercial long XC must be solo, so I'm not sure how you could structure it like that

I agree with @Hank I'm a bit more than halfway through the flying part and actually doing a lot of the stuff made it much easier to understand in written form. We're supposed to be doing my 250nm cross country this Sunday. Then it's just fine tuning everything for the checkride.

Same experience here. There were a couple questions I literally had no idea what the right answer was. I completed the Sporty's prep course and Gold Seal's Gold Method program.

I had the most trouble with the HSI stuff. I've never flown with one, there's not one in my plane, so the concept was initially difficult for me to grasp.

That's a weight off my shoulders. Now to finish up the air work and take the checkride. Trying to be done by the end of January.

You got checked out in your Mooney post ppl check ride, right? Many CFI's will consider that a flight review. Might ask the CFI that checked you out