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useful load?

Can you help me out with a Useful load number? I can't find it.

Useful load?

I got to fly 3535X in the morning yesterday before Don. My first Mooney flight! I will concur that Micheal is an excellent instructor- his x-wind landing at the end of our flight was excellent and something I had little interest in attempting. If you are looking to get some Mooney time out of KFTW you should jump on this opportunity before the end of February!

You can find anything on the interwebs. As far as the bit about Ireland being part of Great Britain, I can only assume there are no Irishmen on MS or World War 3 would have started already...

The Scotch Whisky Experience is a must-do for anyone who visits EDI. That being said, and to offer clarification to anyone who is wondering, the Islay scotches are all Peated. (think Talisker and Laphroig) Highland and Speyside are not. Lowlands are few and far between- not many distilleries in that region anymore, but they weren't peated either. (You can always find a few examples of peated Whisky in the other 3 regions, but they are one offs and not to style for the region.)

I certainly hope this is a joke. We are (mostly) talking about Scotch, not Irish Whisky. https://www.youtube.com/watch?v=8yLa8rirQMI

I don't get any sound. Is there supposed to be any?

Also, Terminator.

Thanks for that PT20J. So my understanding of what you posted above, if you work for an Air Carrier, you can do Part 91 and 121 stuff for them using the pilot proficiency requirements of §§121.436 and 121.439 and ignore the Part 61 stuff. But if you are playing around in your Mooney on your days off, that 121 stuff doesn't really apply. And you'll have a whole other set of Part 61 currency requirements to concern yourself with.

I wonder how Continuing Qualification programs under Part 121 fit into this discussion? I would assume they meet the requirements since this is a Part 61 issue and everyone has to conform, until Part 91 stuff which might not apply. Any ideas?

With linked controls in a Boeing that is true to a point. As we saw in the Atlas Air crash in Houston, one pilot PUSHED so hard that he put the plane in a nose down attitude that was unrecoverable. The Captain sheered the control interconnect trying to PULL to overpower him.

I think that in section 5 of this takeaways post, the word "stall" is used several times when it is meant to be the word "spin." Suggested edit for clarity.

An interesting aspect of using an aerobatic airplane to do all these maneuvers is that the inherent stability of a normal aircraft is greatly reduced in these types of aircraft. Things like reduced (or lack of) dihedral and symmetric airfoils make aerobatic aircraft more willing to do things like this, and make demonstrations of the maneuver more extreme. I wonder if this has been discussed in your training? It sounds like there must be some of it if you did some maneuvers in a King Air sim. But as long as you're in a sim, try those slipping and skidding turns again at real traffic pattern altitudes and let us know the results.

Sounds like great training. All of the Major US airlines are teaching this recovery technique these days too. I think you'll find your training in an actual aircraft more helpful than the stuff I did in a full motion simulator.