bradcarr

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.

Ok so My prop lever lives at the top. Obviously, it gets moved during runup. And i do move it the .00001 inches it seems to take to set a 2500 or 2400 rpm setting. Then during my 2-hour XC i repeatedly think to myself.... you know that poor blue lever never gets any love. I get to move the throttle all over as I come in to land. I get to adjust that red gas money lever off and on throughout the flight. But poor old blue guy just gets moved that mysterious .00001 inches. Is this just how it is? Or does everyone else have power setting or something that causes them to get to play more with old Bluie? For reference I spend most of my time between 7500 and 9500 in the flat lands of the south. Just an observation i noticed. Plane is flying great. My speed, fuel burn and engine heat all seem to be doing what they should, so I just thought I'd ask peoples thoughts.

Awesome I may deal with that when I tackle the interior. Door seal here i come tomorrow.

Ok so I'm about 20 threads into how to replace my door seal on my Mooney. Think I got everything planned out etc. However, I noticed there is an interior part that looks like it's supposed to exist around the door opening as well. When I'm flying mine for sure isn't lined up with the space between the door and the body of the plane. Should it be lined up? Does it serve a major purpose for also helping seal the door? I'm including a picture to show you what I'm referring to though this is not my plane. I couldn't figure out what this thing is called because every time you type seal you get the part that goes on the actual door itself.

Ok so a trip yesterday with the wife to Branson KBBG resulted in the FBO offering a rental car for 55 a day so cheaper than an Uber 2 ways. And a short 20 min drive to Branson Landing area with tons of food shopping etc. Also if you a golfer lord help me the airport may as well be on a fairway of some insane looking courses. Fuel reasonable and big runway. Today to McKinney texas KTKI. Runway shortened but still like 5800. Very nice FBO with not so cheap fuel. But a free courtesy car and 20 min to a million places to eat shop etc. Probably spent the same as rental car or Uber. Will for sure be back to both.

Well I flew into Chennault International Airport (CWF) yesterday. Nice option to order food and have delivered and it's $1 but only if you getting fuel. Hard to put 20 gallons of $6.72 100ll in verses a $10 bowl of red beans and rice. Ramp fee etc total was $46. But a nice easy trip and a gigantic bumpy runway. My first time departing from halfway down a runway too. On to the next

Ok this is officially on my list. May be tomorrow..... lol

Ok Mooney folks I need some help. I'm in Mississippi. I'm Time building. It seems to me all the $100 Hamburger threads online or books etc are all focused on places to eat actually on the field at the airport. I'm by no means not willing to do that but it also starts shrinking the options. For instance, Bessemer has "the hanger" on the field but at the same time a simple 12 min ride in an uber has you at the summit in Birmingham with 50 more options. My first attempt was a true eye opener as I flew from M11 to KHOT. Near 2 hour flight. No curtesy car and a 32 min wait on an uber. So I walked .6 miles to the burger king and ate my first official $100 (more like $200) Hamburger. Do you guys have places you just love to fly to? Places where maybe a short drive or a curtesy car can or an uber can open up the options for places to eat or even places to explore and see for a few hours. I'm sitting at M11, but really don't have much of a limit to how far I'm willing to go. Obviously within a fueling distance would be preferred, but heck if you got the best spots ever I'll just make a stop, time is time and I don't mind earning it.

Ok so as you all know or can tell via my time on the forums I am very new to flying and my Mooney. My transition training is next week and I'll then be getting ready to tackle my Instrument Rating. Anyway, I had a Friend's son(a senior in high school) who has a big interest in aviation reach out to me. We have flown in the 152, and he is beyond infected with the bug. So much so he was given a senior project and (probably without considering the challenge) chose me as his mentor and wants his project to be about aviation. It seems like the goal of the project is some sort of service to a community or communities. I'm aware of things like angel flights etc that are already out there. I wanted to open the forum to possibly give us some ideas as you guys have been in aviation far longer than me. I am including the rules listed and am willing to take any and all suggestions you have. I'm kind of stumped on what type of community service product we could create that deals with Aviation. Hoping you guys can come through big on this one. In Planning Your Product, Keep in Mind. . . 1. Your product must be student-generated. In other words, no one will assign it to you. You must choose your overall Project, decide a Mentor in this Project area, and talk with your Mentor about a service Product. Your mentor will see a need that no one else sees and can steer you in that direction. 2. The product must be community service oriented. A group/community must benefit from this Product. You are required to work on your Product (outside of class) for at least 25 hours. You must spend 10 hours with your Mentor, shadowing, assisting, etc. You must receive no pay for your Product nor Mentor hours. 3. The value of your Product is measured, in part, by how many people your service benefits. You cannot plan to benefit only a few people.

is there a guide on removing the seats? Bolts? Pins? etc?

Not sure where to begin. My searches haven't really explained where I should start. My right rear seat reclines...... always. It doesn't matter where i move the lever there is no change. Heck the left seat will not move no matter where i move the lever either. So i have a left permanent no recline and a right permanent recline. Where on earth do i begin trying to solve this problem? its a 1975 mooney 20F Exec 21

Can't say enough things about Micheal at Heath aviation. Doesn't even look like the same plane. Beyond excited about the new panel and getting to fly her...... (one of these days.... PPL Oct 3rd.... say a prayer for me)

The screw dragging on the left aileron rod was removed and the mechanic polished it and did something to prevent rust. He discovered it because he was concerned the servos for the autopilot wouldn't be able to move it but all is well now. The throttle and prop cable parts have also been replaced Antenna replaced also Now on to making a plan on the leak. Very concerned on the cost as there has been a bunch going out with downpayment, 1/2 the annual, avionics upgrades plus the things we have found we have repaired. I'll also do my best to answer questions. Based at KMEI for now M11 in the long haul. Shop was on field of seller, but wasn't supposedly used for anything but a landing gear light replacement. Nothing I could find in logs about leaks, the annual did report a fix of the right wing, but it was the fuel drain not the wing, nor was the left wing mentioned. Its a 75 20F Exec 21 I'm for sure going to spend some time talking with my avionics guy to see about shop options. I'm also going to look into this Saavy thing. I tried to search these forums but didn't see any post specifically talking about reviews pros cons etc. Thank you to everyone for the comments and advice

Ok I am going to do my best not to call anyone out here, point fingers or anything. I am very new to plane ownership. I'm going to post what has happened and then ask for advice for my future Annual/repairs etc. An annual was done as part of the prebuy for my plane. Things were found that were not airworthy issues and everything found weas repaired based on what was listed. Obviously I couldn't tell you anything as I'm just now learning about my plane, its parts etc. Had the guy told me my flux capacitor needed replacing I'd have probably written a check. No doubt I want this to change and it has already just in the last 2 weeks. Now to my main question/issue. The plane was bought and immediately taken to another shop for avionics upgrades. I don't know this shop from adam either, but I will say the owner has been nothing but communicative and helpful with any question i have had about anything. So my question is was my plane just "glossed over" at the annual or is this normal. Avionics shops first message was "were you having trouble with the aileron being tough to turn? I had no clue as my CFI had to fly it. Pics he sent had a sheet metal screw dragging against the push pull rod on the left side. Next was, "did they say anything about the left wing leaking? Sent the pic of the top of the wing, said it isn't dripping on ground but wanted me to know Next was the pic of the uncovered throttle cable, said it suppose to be inside that rod but isn't Then came the "you need an ELT antenna its broke off" Lastly was the prop governor cable with much the same issue. He said "someone used safety wire to hold the sleeve up in the past" I'm asking because none of these things were mentioned on the annual. My question is 2 fold. Should they have been? if they shouldn't have been then how on earth do I ever find these types of things I'd prefer not to have on my plane. If they should have been then my 2nd part of this question is how on earth do I go about finding a shop for an annual where this wouldn't happen? I mean i'm not gonna know unless i go to taking a plane apart (which I can't do nor should do) and finding these types of things (which i wont do as I don't have a clue yet what is right or wrong" sorry for this long post I've got a year to learn more and get it to the right place. Just looking for guidance from all you pros here. Thank you for everything.

As an additional piece of information I could care less about actually flying the mooney for my ppl. I've got 3 night 3 instrument hours left. Ill gladly do all in a rented 152 if need be. I've just got to have coverage that includes my name so the loan will be given. If I knew the plane wouldn't be sold for a month I'd finish the ppl first. But since there have been multiple other offers I'm trying hard to not lose out on what will be my dream plane due to an insurance issue.

Anyone have advice on getting insurance on a mooney when still a student pilot. I've found a plane i want. But the loan requires insurance, obviously I want it too. But everything is denying a student on a retract plane. Ill gladly get a policy requiring my cfi for all flights if anyone has a suggestion. Then after my ppl is done I can update policy etc.