Ibra

Keep flying at 600kts

The reason is you would get used to it after 25h, unless you are buying it for 25h None of that matter that much as most fast touring aircraft types (or flying-by-wire jet/airliner types) will feel and fly the same way on finger tips (computer or autopilot), so discussion is only relevant for slow flyers, aerobatics (or helicopters) as "stick feel" tend to be their primary instrument

Yes, only works as expected if doing the same trip in same date every year (I do London, UK to Nantes, France mid July), average temperature is accurate with small variations, surface pressure have bigger variations but surely in high side, that is still better than 2 weeks weather forcast model to make a call on the likelihood of you flight, forecast models do not use any historical data or seasonality adjustment, most will just run bunch of calculations on initial condition today with regular updates of the numbers against short term data...

It also make a huge difference to your VFR flying when switched OFF, good thing about autopilot is that it push you to think well ahead what heading/altitude (and how to adjust power/speed) to fly before doing anything else or touching anything and that hugely improves the accuracy of your flying when you are back to hand flying I used to hand fly VFR for hours with zero awareness of my "selected" altitude and heading, just going all over the place while keeping wing level Keeping wing level is the daunting bit, but everybody can do that with enough 100% concentration, less so in IMC but still, but you are not getting any better at it doing it practicing it for hours or worse you just get tired and lose it

Yes true, you should also include "complicated relashionship effect" as well: my wife told me I was the most caring & safest pilot when I took her nervous grand dad & grand mum for a scenary flying over their house, while when flying with her I just seem to crack on in a hurry like a Monday bus driver Flying with my dad I am always crap anyway, flying under watch of my work ex-boss (who used to fly helis) I just keep making innocent mistakes

I find it much easier to spot mistakes or wrong decisions watching flying videos, these included looking at my own when I was flying for training/fun and using GoPro video for debriefs (it does not have to be a video, just flying with another pilot who has nothing to do, he will be able to spot the missing my xyz easily or make sound judgement than the other pilot who is busy in action) I also was impressed by amount of conflicting traffic recorded on my GoPro when doing gliding in busy airfields compared to the ones I managed to spot landing on the day (the camera has low resolution but still show load of traffic ) Most of the GA guy in YT as really inspiring

You mean G1000 (not G100 to WAAS in the title), this one will take a lot of effort to get 3D https://www.digitalmatter.com/Devices/3G-GPS-Tracker-Devices/G100 I undertstand it can be done while swapping GAI63 non-wass units to GIA63W (in DA40/DA42), but not many of the latter are around pushing the cost a bit high Unless load of them go to sale if many people upgrading for other stuff like NXI?

Nothing useful to do with money and having no risk aversion? get them into gliding or power flying, you still have zero risk aversion but at least they will no longer afford to smoke

In aircraft file in FF I see two scalars, Vbg & L/D ratio (e.g. 90kts & 1:10), I don't think we have whole polar/power curve or it accounts for minimal height gains while you slow down to Vbg, so I doubt there is any adjustment to your glide performance from ASI changes, but the ring does change against terrain height and against wind but assumes you fly at Vbg

That one looks very high tech and very cool for the cross Atlantic mission Last year I have come across some few "brave ones" doing USA to UK/France for the 75 years anniversary of D-day (one have crossed all the way from CA to Paris on dodgy avionics and like many vintage airplane they just like to fly at 500ft for obscure regulatory reasons doing their dry run, but I doubt they crossed the Atlantic at that height ), we even spotted D-Day Doll at 3 places Duxford/NorthWeald (dry run), Cherbourg (d-day for pass over Sainte-Mere-Eglise) and in Paris (at Le bourget Airshow), it was fabulous hunting that many DC3 around in the air and the ground !

You are right in the sense that the Bo are just big draggy boxes that are highly overpowered to their airframe, this make load of torque on the rudder but give a lot of pitch authorithy (also in roll as the tail is what makes an aircraft turn once ailerons are neutral), the Monney are far more slick on their travel axis aerodynamic, so don't like much to roll/turn as you would wish but they just go straight No hours flying the Bo, but look at the Mentor variant it has 500hp and barely delivers 200kts cruise, it needs a load of rudder to stay in the axe but it is a delight for a quick 360 rolls/loops, a Mooney on same power would make 470kts(550mph) straight and will never roll/loop

Neither is 100% mine but they both deserved a deep clean by hand and water that day, the Mooney was more tankful after: she probably cruised 100kts faster than the car

Gas prices, I was told around 6$/gal in the Bahamas, going far St.Thomas is a great stop for refueling: 4$/gallon is an awesome price (landing fees around 100$). I was told to simply to avoid St.Maarten for fueling since the price was almost 13$/gallon but handling fees were acceptable (120$ for 2 days). Any recent $-pireps? Going south from SXM it’s even harder I think for fuel, way too high prices, except making it to Venezuela, but you are not going back Being short of time & experience & money, I decided to stop Bahamas & Turks and Caico for now and leave more fun for later !

Heading down the same route as well in the next two week, I never flew there so getting stressed now in the middle of planning at home: airport opening times, customs notification, airspace/aircraft limitations, different countries and rule to comply with.. I was told to avoid landing on weekends (in Turks & Co that is 500$) and always get someone on the phone to check the fuel pumps on the day (one friend found it INOP) and always check not to assume But I am sure all that stress goes away once the key is turned ON, so will be only left to deal with no engine noise over water and tropical weather Does Fore Flight has the most accurate source of info there? or I should nag some of my airline friends to use their pro Jepp?

Same experience, 4h in gliders and 6h in a DA42 not a single ppm in all phases of flight, the worst was a Falke SF25 cruising at 8000ft with no mixture control (70ppm) as well as the school Arrow that is always full rich (40ppm) I do get large numbers in the Mooney while taxying in light winds (30ppm) but all goes away when I lean aggressively and crack the door open but never recorded more than 5ppm in flight, except when coming to land (I have 3 Go-Around before falling to sleep ) I wondered if you can use a CO monitor to find your economy LOP instead of EGT needles ?

Depends on speeds at 150KTS it is just beautiful: stiff with two fingers Only handling issue is hand flying it at slow speeds < 85kts, it's drag curve is well pronounced and it just does not like well balanced flight there, but you are not buying a Mooney for this? or you at least should be gear/flap down on final But you do get same on other aircraft: Beech, Cirrus...It is not like they makes well balanced 60 degrees turns at 60kts neither

I found everybody in the backseats will sleep under the right dose of the following mix: delicious lunch after a long day walking, smooth engine noise at high altitudes, UV exposure from sunny flying over-the-tops, breathing a slight of 100LL or CO (depending if ROP or LOP cruise ) under their oxygen mask, the trigger: you just disconnect the intercom and they fall like leaves The guys in front seats do stay awake but only if ATC is running the show and playing a hard ball

Good then, never been ashamed to fly anything (airtime is airtime, it brings joy including on a wind kite ), the remark is to remind myself to bring gear down before landing as the Mooney and not to 3-point it during the landing as the Cub

Hi all, I hope everybody had a nice xmas & nye, I got my trip confirmed, both my US work boss & my wife home boss are happy for me to have flying vacation in mid-January I got a C177RG Cardinal rental sorted near Orlando, I never flown one before but looks like a familiar mix of PA18 & M20J: shame it is high wing and no tail wheel and shame it is tri-cyle gear but no low wings I am looking for few places to tick in Florida and Bahamas between Jan18 and Jan25, any tips? Route: we are looking along Pompano Beach, Ft Lauderd, Freeport, Nasseau, Cat Island, (Maybe a quick Turks & Caicos), Exumas, Miami, Orlando I am mainly looking for nice airports to visit with a quick walk to nearby towns or things to do (my wife can't fly more than 1h30 and can't walk that much neither ) Also, what do people use as EFB for flight planning in FL? I heard Fore Flight, is database good and accurate for Bahamas? Finally, is it easy and hassle free to visit few tourist attractions in FL by air: Everglades Park, Kennedy Space Center, Universal Studios... by air? or we just leave those to car drive

Same observation in M20J, hard to stop it going fast dives handoff but can do with little of rudder control but not something I felt you could bet on your life on for flying in convective IMC My point is limited pannel flying is easy when the goal is to keep wing level and speed under control (not losing the wings), it can be done handoff rudder only on a well trimmed Mooney Of course, completely different from accurate navigation or shooting a precision approach or missed segment from minima (never done any of these on TC only ) Nothing against Mooneys, by comparaison I flew DA40 that stalls wing level hand and feets off all the way from 8000ft to 2000ft (1500fpm on VSI and 50kts on ASI), but I would still take the Mooney

That was one technique to get through clouds in gliders, we were allowed to fly them in IMC (more "cloud flying" than IFR flying) as long as you have an ASI and Turn Indicator but on the case of a dead battery you would loose the Turn Indicator (say after a long wave flight at -16C with no engine), you trim for 1.2*VS0 open air-breaks (if they are not stuck with ice ) and let go the controls, the glider descends nicely in a low-speed spiral dive, although, I could fly on instruments, this was my preferred way to get through the layer, Gliders have very clean wings and in a steep bank without air-breaks they just go wild in clouds faster than my skills or the accuracy of non-certified electrical instruments But you have to get a dry run in VMC on the day with and without air-breaks, as experience does vary with type, weight and GC position I have done the same experience in the M20J (no speed breaks) on idle and flaps, for some reason it does not like it (as does an Archer or DA40) but you can keep it under control at 1.2*VS0-1.4*VS0 with some rudder input out of the turn (assuming you know which way ) Why doing it? I believe you can still fly an aircraft with no visual references, electric or engine using only elevator trim + rudder + ASI But, I don't believe you can make a success out of it unless the ceiling is 1500ft agl

Depends who is pax, when it is current pilot it helps, however, sorting the mess when a friend press the wrong button require more "pilot button currency" Also, dealing with pax distractions and emergencies in a 400nm leg is a good skill for commercial job It was dead easy when I used to fly single seats, under "family & friends flying", I barely manage to catch it

I was always puzzled with the need for this to be 1SOB and not with PAX, making sure you have the mental strength to work in commercial aviation ? Well done for night T&Gs, yes those NO flaps night landings with some power is cheating but you need a long runway to afford it, but at least you are not doing gym push ups of the rudder with one leg and the stick with two hands ! All other form of night landings will involve a loud bang (I guess ears gets very sensitive in dark nights or over extended water )

Does your accomplishment revert if you fly back in a supersonic flight PS: I am not talking time travel at light speeds yet just traveling at sound speed vs earth rotation, there is a whole topic in how to log hours...