Paul Thomas

Do you have a photo of your panel? Can you install both? I don't believe that you need WAAS for GPSS and GPSS is sweet.

That's why I prefer to have my wires laced. Not that for a single run it matters all that much, but as a practice, it's lighter, easier to move a wire through grommets, etc. I try to remove every zip tie I find.

If the Dynon panel is 75, I'd rethink things. Dyson autopilot is not certified for the C model so that would push me toward Garmin for an integrated system. If you are handing, cutting your own panel is not difficult if that's where most of the expense is from.

While it would lessen the damage and help getting the airplane airworthy again sooner, I'm not going around. I'd hate to crash on somewhere on the go-around.

How does it mitigate insurance rates? Have the insurance companies agreed to provide discounts on their rates based on this training?

I've had a GPS failure. It was VFR and dead reckoning got me home. If you're planning on flying IFR places, I wouldn't build a GPS only panel. I would only do 1nav; there is no need for 2 when you'll be on GPS 99% of the time.

Is there a way for non-caraners to park close the Caravan? I'm unable to join the Caravan because, with no clinic in the SE, it would take too much time for me to get the training to join the caravan.

Looks like they enjoy a spanking, they are back!

BA-1706-M is currently in stock. https://www.brownaircraft.com/product-p/ba-706-m.htm?srsltid=AfmBOoqww7rzFP5oM2yT0COY8EddSK1ghN9-u8oJk54QOsyH0XdX3myy They have some in stock right now;

What is Meyers aircraft?

My familiarity with Dynon is all based on the experimental market. I would run all the wires for the autopilot during the install because the only added cost is the servos/mounts (assuming the additional autopilot control head is not required for certification). You really don't want to have to re-open the panel once you're back flying.

BAS recently got a K model to part out.

I haven't looked at the parts guide yet but the seal on my airplane is: "912002-1 AMS 3207M 230M760 KR1Q99". It has seen better days and it is something I intend to replace.

I just saw that one on trade a plane; $199,900 so it looks like the price went up! It looks like a nice airplane, I'd imagine it will sell fast.

Did you get any water out of the gascolator?

I think the main problem with checklist is that they are being used as do-list. You're not putting the gear down, you should be checking that it did in fact go down and you have a safe indication. For most pilot, the gear is down the when the lever has been moved down and that can lead to trouble. To prevent that, my hand never leaves the tow bar until it's removed from the aircraft.

Foreflight was developed in part with AOPA's money. I'm shocked that AOPA or EAA has not built a good app and make it free to their members. That would be a perk with real value and be an easy way to retain members. If the cost was to really get out there due to PE coming in, it wouldn't take much to get a group of engineers to develop a competing application. There are also still some free applications out there but I don't know how well they compete as I use foreflight.

The best wisdom I can share is to start practical training for the IR. First, that will be more time in the air during which you will continue to gain experience. More importantly, the IR is the best safety investment you can make; you will learn fundamental skill in operation of the airplane that will also apply to VFR flight. The procedures I learned during IR make me a better pilot. Lastly, the Bravo is a travelling airplane and the IR will be like a cheat code when it comes to travelling. The dirty secret is that it's easier to fly IFR than VFR, especially on longer trips.

I fly in FL; heights is one of many factors. I've never been denied the ability to deviate around clouds, ATC is very accommodating when it comes to that. When it comes to picking my way around cells, there comes a point where I don't rely on anything but a Mark II eyeball. By the time you see certain cells on radar or storm scope, it's too late and you don't want to be there. I don't remember using unable. While ATC has not given me the routing or altitude I wanted, safety was not a factor so I've sucked it up when I haven't been able to negotiate. If I did have to use the words unable to go around a dangerous cell, I'd also tell them what my new heading is till I can rejoin the appropriate routing. Traffic is rarely everywhere, especially en-routes. In terminal areas, I've found that ATC is cautious and typically has a good grasp on the weather from others. My experience is that the controllers really step it up when weather is an issue. I firmly believe that you should enter the terminal area without a plan as to how you will land; for me, that involves making it VFR when thunderstorms are an issue.

There is a price to quality and traceability. I was just at Sun N Fun and saw some AN fitting. The price immediately caught my attention and I picked some up and put them back down soon after. They weren't the right color of blue, didn't have the right markings, and didn't feel the right weight... It may work, it may not and that's not something I'm willing to play with. I'll begrudgingly pay 5x in that case for the right fittings.

Landing on the upwind side of the runway is a poor strategy; I know it's regularly taught online and by inexperienced CFI. While I can see the logic as to the touchdown, it's a bad idea as to the rollout and taxi. I've never had the wind push me toward the downwind side in a way that's dangerous - either give more aileron to land or go around. You are still safe and in control as long as you are flying. That will change once you touch down and slow down. What direction will the airplane turn toward if you lose control due to the wind being too strong? You will turn into the wing, toward the upwind side of the runway, the side on which you left no margin. Being on the ground, with winds that are so strong that the airplane turns into the wind is a scary thing. I'm a strong proponent of landing on the centerline, every single time. The very experienced tailwheel guys will land on the downwind side and land toward the upwind side to cut down the X-wind component. Me? I don't want to be flying in those conditions and if I am, I'll divert to a runway that is more aligned with the wind.

I've seen these type of threads on multiple forums and while our Mooney do well in X-wind, I still don't like these threads. Some members misremember or exaggerate the numbers and mislead others about the capabilities of the airplane. Touching down is the easy part... slowing down and taxing in are the real challenge. The closest I've ever come to damaging an airplane was getting out of a C140 when a gust almost took the airplane into the hangar door. The bigger the number, the more questionable becomes the judgement if you damage the airplane. My suggestion is to use a number you're comfortable with or divert instead of going by someone's max number on the internet.

It would be interesting to see who's buying the little fuel that is still being sold.

100k for mine.

410TT, 115 complex, 55 in type.