bradcarr

Please don't take this as me being a smart rear as I'm honestly interested in the thought here. Do you fly all 6 pack? Do you fly all paper map? Having nexrad in the plane is keeping me from looking outside? I'm all for, "if it aint broke don't fix it" but I also don't see how advancements in avionics and technology are seen as a negative. Sure I can throw up a 42 inch plasma and watch some netflix and create a real issue, but that also isn't what we are talking about here either.

wowza 7x7 inch dish. This could be the ticket.

so far I've been all zero flaps takeoffs.

Well first let me say 500 hours is my goal. I've only been flying 63V since Nov 12 of 25. My goal is 10 hours a week. As of today I've flown 156.5 hours so I'm about 4 hours behind my goal to this point. No issue, weather good this week, working on my IFR so should be all caught up. During those hours I've just gone with the Dash method. I really considered side window mounting it but just can't seem to pull the trigger. I have power right side of my panel, but still use a battery bank in the back seat. Primarily because #1 My son can use the same bank to keep his ipad or phone charged. #2 I didn't want the starlink to pull my batter to zero and me fall out of the sky. #2 obviously isn't a real concern but something in my mind just said not to add anything else to the battery or alternator if I didn't have to. (probably stupid logic but o well). To this point its been great. Popup storms, notam changes, alerts etc made life really easy. My 10 year old isn't traveling with me without internet. We spent the whole trip from Dallas Saturday with him looking up his baseball cards and talking to me about all the "money" he was gonna have when he sells them. I wouldn't trade that for $190. The problem is, as I see it, options are limited and costly. However the value of all that information and communication in the plane is just so powerful to me. Torn as to the next step.

bummed is an understatement for me at this point I'm probably going to get stuck with having to upgrade as I really don't see 500 hours a year in a plane with zero internet, communication, weather etc. Its also beyond sad the difference in a 100mph and 300mph plane. one is a kite and the other is a rocket. The amount of folks falling into the 100-150 range are probably 80% of the folks using and needing this service. Soul crushing honestly.

Ok that makes sense. Ill grab the reg in a bit and read over that one.

its actually MHZ its the VOR for Madison Bruce Campbell under the Charlie of KJAN

This MEI on bottom left is what i was referring to. and based on yalls response that 29.5nm isn't a dme and can't be used as such?

Ok so new to IFR work and training just getting started. My instructor far mor familiar with g1000 etc. So far so good. Shooting RNAVs, tracking VORs etc. Got two questions though. #1 does the GNX 375 do anything with Minimums? are there any alerts? can you modify minimums? In other words plate says at 40 is that possible? Does it ever give you an audible warning about reaching minimums? #2 on the 430W. I found the screen to track DME from at VOR. Had to change the bottom left from airport to VOR, but we can at least now see our distances. My question is how to I change the VOR listed in the bottom left? Is it just based on what freq i have entered? do i have to select the freq and then push in the big nob to swap it to that VOR. Reason I ask is because we have been working at the same VOR and its been that same one every time. But I got no clue how I made it say MHZ which is the VOR for madison. Hope all is well with everyone. Keep enjoying the flying.

The reason its so confusing is because: This bolded line does not seem to apply to #3 61.129 Aeronautical experience. (a) For an airplane single-engine rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with an airplane category and single-engine class rating must log at least 250 hours of flight time as a pilot that consists of at least: (1) 100 hours in powered aircraft, of which 50 hours must be in airplanes. (2) 100 hours of pilot-in-command flight time, which includes at least— (i) 50 hours in airplanes; and (ii) 50 hours in cross-country flight of which at least 10 hours must be in airplanes. (3) 20 hours of training on the areas of operation listed in § 61.127(b)(1) of this part that includes at least— (i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a single engine airplane; (ii) 10 hours of training in a complex airplane, a turbine-powered airplane, or a technically advanced airplane (TAA) that meets the requirements of paragraph (j) of this section, or any combination thereof. The airplane must be appropriate to land or sea for the rating sought; (iii) One 2-hour cross country flight in a single engine airplane in daytime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; (iv) One 2-hour cross country flight in a single engine airplane in nighttime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; and (v) Three hours in a single-engine airplane with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test. (4) Ten hours of solo flight time in a single engine airplane or 10 hours of flight time performing the duties of pilot in command in a single engine airplane with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (a)(2) of this section), on the areas of operation listed under § 61.127(b)(1) that include— (i) One cross-country flight of not less than 300 nautical miles total distance, with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 150 nautical miles; and (ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower. However foreflight does have it listed like this: 10 hours of simulated instrument training Log 10 hours Simulated Instrument. Log 10 hours Dual Received (training). Log Total Time and PIC in conjunction with the above. 5 hours of simulated instrument training in single-engine airplanes Log 5 hours Simulated Instrument. Log 5 hours Dual Received (training). Log Total Time and PIC hours in conjunction with the above. Ensure the selected aircraft for the entries has a class of ASEL or ASES. So i guess its just fly more and log it like I fly it. Let the chips fall where they may.

Correct. But was i supposed to log say the 0.5 i was under the hood as pic when training with my instructor on a 1.5 hour flight let's say?

OK so i started my IFR training. I moved from paper to EFB for my logbook. Prior to my PPL Checkride I had 3.9 hours of Simulated Instrument flight in the 152. Since I got my Mooney ive got another 3.9 hours of Simulated Instrument flight in the Mooney. So i was looking through the reports on instrument part 61. It shows me my 7.8/40 of actual or simulated and my 7.8/15 of actual or simulated flight training in an airplane. However if you look at the commercial certificate it only gives me the 3.9. I spent half the day trying to figure out what wasn't counted and its actually all the 3.9 from prior to my ppl. Ive deleted entries and redone them etc with no luck. Until i finally realized its because I dont have any PIC listed on those times prior to the PPL. If i make those flights pic during the instrument time it gets added to the commercial report. Now as my understanding I wasn't allowed to enter PIC when i was training prior to my PPL. But reading the commercial requirements reads exactly like the instrument. I'm beyond aware im gonna have way more time then ill ever need for my commercial. I'm just trying to clean things up and make sure I'm not fighting a logbook audit one day. I'd rather just stay ahead of it now. Thoughts?

Sent you a message. Feel free to reach out. Maybe not exactly right now as it's midnight. Wow I gotta get off the forums

LOL. mine is a 75 M20F. And your description is really why I asked. I mean I know its working at intended, as I can redline it in a climb and pull it back. But it was just kind of funny to me that so little is required to moved it after takeoff to climb. May be silly but it will probably continue to make me chuckle a bit every time I'm up. May need to make a Mooney t-shirt with Blue Lever Deserves Love Too on it.....

I guess part of me is exaggerating based on how much I get to move the others. And I'd say I probably look a lot like Mr Hank on his picture at cruise based on what I can remember since it's been 4 days since I've flown. But i certainly wouldn't say I'm moving the prop lever 1/4 of the way to get to 2400 if that is what you're asking.