adverseyaw

On a lark, I picked up a used copy of the Golden Science Guide book on Flying by Barry Schiff, published in 1971. It's a kid's book on flying physics, techniques, and procedures -- it reads a lot like a primer version of the PHAK. Really well-written and compact. It turns out that Mooneys feature prominently on both the cover and the contents! I was able to make out six different tail numbers identifying a bunch of 1968 M20s and two Mustangs. Some of these planes show up in other advertisements and appear to have been factory demonstrators. Tail numbers are: N6764N, 1968 M20E

There are two different STCs: SA5691NM adds the TSIO-520 and increases gross weight to 3017 takeoff/2900 landing SA00243SE further increases gross weight to 3200/3083 Many (but not all) Rockets have the second STC, which appears to only be paperwork. Someone reported a few years ago that Rocket Engineering sold them that STC for $3k.

All my money goes to avgas and aerotows. Thankfully down here in the southwest the lapse rate gets to be so crazy that hanging on to thermals is child's play. Regularly max out the vario at over 10 knots of lift in the afternoons!

Well that explains the gyrations.

I heard an interview with Martha King where she described getting all of hers. Even for her, with the name recognition and everything, getting the airship rating was a matter of luck and being in the right place at the right time. She mentioned powered-lift is indeed off-limits for the time being. Ground-launch glider is a tough one in the US, but I think a few places (like three) do it primarily for people looking to get the endorsement. Another oddball one is gyroplane. There's a local instructor here and it's pretty fun to watch students bounce around in those. I guess we cou

CFI-A/CFI-G in Albuquerque, lots of M20J time.

I'm based in ABQ, out of town at the moment but will be back in a week or two. Drop me a PM and we can talk.

Garmin Field Service engineering (the techs who support avionics installers) have been recommending a) ensuring rigging is in spec, b) check for control binding (great info above) and c) update all software. The G5s have had at least three different software updates to deal specifically with this. Latest is version 6.82.

This is common -- in absence of better guidance, commercial applicants seem to pick Va for these maneuvers . The ACS is quiet on airspeeds and the only time it mentions something specific, it's Va. I don't think anyone is doing it out of great scrutiny, it's just the first airspeed they see and Va is indeed a relevant airspeed in maneuvers (just not the best one in these cases). Pilots flying slower planes have an easier time getting away with it.

Here are the power settings for my M20J. Not exactly what you're looking for but hopefully helpful. Steep turns: 100kts, 17" MP Accelerated stalls: < 95kts Chandelles: 115kts Lazy eights: 115kts Eights on pylons: 100kts Power-off 180s: fly downwind at best glide speed In particular, if you try to fly accelerated stalls anywhere near Va, you'll have to pull crazy hard to get the stall to happen. Fly it at a much lower speed so you can induce the stall without anyone losing their lunch.

Slower than you'd think for most maneuvers. I did my commercial in a J and most entry speeds were either 100 or 115 knots. The Bravo speeds may be a hair faster, owing to the weight, but in general you'll fly speeds that seem unusually slow compared to normal cruise flight.

Great to hear from you, @Comet! Saw your PM and sent a mail. If there are others in the area, get in touch by PM or replying here. Always looking to connect with more Caravaners.

This is a stripped-down version of what I use. It graphs and calculates when ADs, oil changes, mags, etc. are due. Lots of charts. Nothing wrong with the others (I used to use myflightbook, it's a good one) but in the end I wanted to control the raw data and add my own calculations. For example, I initially started by tracking part numbers only, but found many part manufacturers use both model numbers and part numbers, and sometimes you're missing one or the other, and sometimes you have both. So I started tracking both and now have a complete set of cross-references. That's the grea

Seems like Controller and TAP both do periodic cleanups of their listings. I notice them go offline in batches. Another thing I've noticed is that the supply of solid airplanes has dropped, so that 90 -> 61 seems more like 30 really good planes to just a handful. What's left are a lot of duds, either because the plane itself is sketchy or maybe the seller has unrealistic expectations. (A few good ones are out there but they get snapped up right away! Literally go from posted to "under contract" within a day or two.) It's not just Mooneys, either. I'm tracking other airframes and t