Mooney Dog

General for any EFB, 64GB will be enough to save all plates and charts for the entire US. 128 is goo for having extra space to do other things. I cant speak about the android tablets, but foreflight on the ipad makes things really easy. I have never used garmin pilot (it also has android) but i hear good things about it too. I used to have Avare on my phone to play around with when i was flying around, and never found it to be... great. Its a "good enough" thing to me, but its also totally free so YMMV

Id say please link to this for the Pilots Cafe. You dont have to pay for it, but it is someone's time making this a free resource for all of us to use. https://www.pilotscafe.com/IFR-quick-review-guide/

oh GOD no. You're never going to use PDC unless you're landing at DFW, IAH, HOU, other Class Bs. You can easily do all your IFR training with the basic $99 a year foreflight. The $199 Pro version is only if you want geo referencing. You're really only using foreflight for plates and charts. Not any of the extra features in training. You should read through the instrument flying handbook and instrument procedures handbook. You can find both here. https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/ Sheppard air is for the written test, but honestly you could get away with sporty's study budy. https://courses.sportys.com/training/portal/course/INSTRUMENT/testprep (i think you can still view everything for free just having to make an account, otherwise Sheppard is the absolute way to go) I find it easiest to start students off with a few flights, then make them go take their written test after showing me 3 90s on some test prep software. then jump into the training. I normally start with getting a lot of the XC time out of the way, once you get more and more comfortable with the IFR system, start really chaining close airports for approaches, throwing in holds, a few of the other maneuvers needed, etc. I save the long XC till near the end as i want my students to do it as their "i can do it all by myself" thing. Some CFII like to do the long XC first. There's really no harm either way. Whats your plane setup like? 6 pack? Glass? What kind of GPS do you have (if any)?

t1 would scare me so much trying to land a plane there, haha.

I wonder if they'll let me land on COTA when they come back to Austin now.

~40 hours so far, though did take a cool trip across 1/4 the US! Nice shot from El Paso

Wow these are need. If i ever used the vents over my head id want some.

This is from page 25 of a 66 E model Owners Manual. This is after the part about the plane being airborne and bringing the gear, prop flaps into the proper positions. Here's the performance data from that same manual. Notice it depicts the same thing, taking off and climbing over a 50 foot obstacle. Part of this is going to be interpolating how you should do this with the information you have available to you This is something you should discus with your CFI, and possibly DPE, before hand but... This is the ACS, what you will actually be tested on for your checkride. Even here it says that its the recommended speed OR Vx (+/- 5kts). Once you've cleared your obstacle plus any extra distance you want to give yourself, you move into a normal climb situation. If your Mooney is anything like mine, getting to 50 to 100ft off the ground will be so quick you wont even have time to second guess if you where really at the right speeds on a steam gauge. From my own understanding with the information i have found in this owners manual. Apply full power for the take off. Get to Vr, bring the plane into the air, bring the gear and flaps up, then pitch for the 94MPH. Upon clearing your obstacle at 50ft, continue with any other clean up like reducing the engine power to 26/26 for your Vy or best r/c as per the manual. As i said before, getting above 50ft shouldn't take more than a few seconds at best. Following the procedures you can back up within the manufactures data will never be a fault for a checkride. Another note. Is your plane in knots or MPH? If its in MPH, dont try and convert everything, just use those numbers. Thats what the plane was certified for. yes the ACS says 5 knots but thats 6 mph, so its basically the same thing on a ASI. For reference, i am also a CFI,CFII,MEI

I really should, i need a new beacon light.... How much for the 360 red led beacon?

For reference im at 90k for a 375/255 nav/com/gps and 2 g5s, egt/cht monitors, and 8/10 paint and 4/10 interior

another wheels up landing...

Are you sure? My 65 has information on Vy and Vx speeds. The POH for a 66 i looked up says 113mph at sea level for Vy decreasing to 102 at 10,000 and 94mph for Vx at full power, gear and flaps up. Normal climb at 26/26 Whats your S/N and whats your take off and climb section of your POH say?

The short answer is yes the long answer is it depends on a lot of factors.

Id be interested in this info too!

Im in the southeast Texas area, though i dont have any many hours as many of the people on that list. What does your insurance require.

Just get some Bose A20s and a good music playlist on your phone!

well im not sure he'd have a german panel in a Texan plane.

My E at sea level has been showing somewhere between 2500-2560 for full power takeoffs. It never given me an actual issue and get very close to the book numbers for takeoff distances. When i recently went up to reno in the higher elevations, the rpm easily goes to 2600 to 2680 for full powered takeoffs.

I have a Sentry, Stratux, and stratus, and now a ADSB in solution within the plane itself. If i had to get a portal one, i would probably get the Sentry mini unless i really didnt have a way to power it, in which case i would get the sentry. I find they work the best with foreflight.

I just had to buy one of these. i only found 4 in my search around the country.

Well i was more talking about his specific incident, not in total.

That sounds like the worst news here. All in all it sounds like you handled the entire situation like a pro. Glad you're here talking about it today. I hope you're able to find another bird that fits you well, and maybe with a few new bells and whistles you didnt know you wanted!

Whats the panel look like!

When i was teaching at a school, one of the other CFI's left the tie downs on the right wing of an archer. I signaled for him chocks in and carefully ducked under the wing to remove it. i proceeded to then try and stand straight up underneath the wing. Ive stood right underneath the flaps on 172's as students would start their preflight and they'd constantly hit me in the head. You'd think id learn not to stand there by now but somehow i think it would still happen. And as many people have... ive turned down com1 to listen to com2 and forget about it and think ive had a radio failure.

My panel light control is a light for my steam altimeter only. I would care more but everything i need is fully digital and backlight already.