Mcstealth

Personal question. If you were going to buy a plane, a plane that does fit your intended mission and not a trainer, and you have decided to train for your IFR in that plane, what would be your personal IFR equipment requirements be for said plane? Yes I know what the FAR/AIMS say, but I want to know personally, what would you want, more than the minimum. Sincerely David

I got Orvil and Wilbur in the mail on Friday. I was excited to hold it in my hand. Working on a plane. David

Goodness! I think you need to do something about that number.

This plane has a 30 hour new engine and Prop, inoperative auto pilot, 47 year old paint, average interior, and dated radios. No GPS. I will get a full rundown on Monday. Don't yet know why the brand new engine. David

Check the Notams for Fredericksburg everyone. They are doing work on the field, and it is only open on the weekends with restrictions. Not sure when the completion date is. David

So if I am reading that correctly, in late 1971 with 1500 hours, the gear collapsed because of running off into the grass/mud/dirt, whatever. 40 years later, it is still flys. Time to do some due dilligence

I am going to start a flying club. At least that was my first impluse thought.

How do you look up damage history? N5953Q is the Mooney in question. FAA REGISTRY N-Number Inquiry Results N5953Q is Assigned Data Updated each Federal Working Day at Midnight Aircraft Description Serial Number 3193 Type Registration Individual Manufacturer Name MOONEY Certificate Issue Date 04/04/2012 Model M20C Expiration Date 04/30/2015 Type Aircraft Fixed Wing Single-Engine Status Valid Pending Number Change None Type Engine Reciprocating Date Change Authorized None Dealer No MFR Year 1965 Mode S Code 51731312 Fractional Owner NO

Just got my license, and the rental on the fiield is down for a week plus right after my check ride. I know the schedule for the rental is going to backed up with all the other students. There is my first instructor's 172, but he won't friggin call me back. It is actually a pretty nice 172 with 180hp, an auto pilot, extended tanks, 430, etc. But it doesn't do me any good if he won't call me. A little shy about looking for a partner on the field given my whopping 100hr log book. grrrrrrrr David

There are actually three production lines at the Kerrville factory, though they only utilized all three in the 'heyday' of production. Think about it. A 201 refurb on shorter outside line side, the Acclaim on the inside, and the new six seater in the middle. Just dreaming.

Quote: rainman David, Congratulations. I'm close by in Boerne and I'm about to take the instrument practical test in my Mooney. I have a bunch of useful materials that may be of help to you so let me know when you get ready....see you at Coopers for some BBQ! Ray

Parker is always up in that neck of the woods leaving his plane at Maxwells, for extended periods of time. Get him to take you up. DF

Between me figuring out I needed to change instructors, gapping time a month here a month there, plane issues, and a checkride rescheduled over 20 times, yes 20 between the two instructors, It took way too long. I know it wasn't ALL me, just some of me. I also know what I need to do to minimize the time for me to get prepared. No more showing up at the airport without a plan. I will have a syllabus, a map of my IFR training and hold the CFII to it, eliminating unneeded repetition (as long as I prove effecient). I will find a simulator for IFR. I feel that will help. I know some of you CFI's will roll your eyes at this, but I won't let myself get in the same situation I just left. David

Again, thank you all for your kind replys and encouragement. As suggested by many, I am going to take my sectional and start expanding my scope, VFR. I will say this; I will NOT repeat my VFR training experience. Many lessons learned. David

Thank you all for the kind words and encouragement. I have my IRF book coming allready in the mail, but I need to summon up the motivation. I do feel the need to putt around and get into the real 'air' world, alone. I have no ego, and I will be asking lots of questions so I hope all of you don't mind. David

After four years, way too much money, and lots of bearing of claws ans gnashing of teeth, I have passed my private checkride. Must have rescheduled that test 20 times. Weather, plane, me, and instructure issuses, I am sure he was tired of seeing my name scheduled for a check ride. I am much ligter on my feet today with all the weight that is now off my shoulders. David

Now this, as it sounds, is extrememly rare. Way more to the story we all know, but obviously my sincerer condolences to all family and parties involved. http://usnews.msnbc.msn.com/_news/2012/06/07/12107828-kansas-family-of-6-dead-after-plane-crashes-in-florida-swamp?lite David

On the post above I became Mcstealth. Is this a result of hacking or a server fumble? Foxmike

I just posted to BEST MOONEY MODEL.......... (modern mooney). Submiting the post changed all the names of the folks who had previously posted. My post was attributed to Mcstealth. Do not have any idea what happened. Foxmike

igorbly, You have gotten lots of advice. Here is my 2 cents. I have been flying in the Denver area for 40 years most the time in a turbo airplane. I have owned a Ray-Jay powered E model, a T-210 and an M Mooney (FIKI) which I still have. Turbocharging is the most worthwhile thing to have flying over ther western US. Pressure is also nice but comes at a high marginal cost. I have not had much problem with kids using O2 but I know people who have. You are not always going to be high enough that you need to get O2 on your passengers but it will probably be wise for you to use it while flying. DA is high in the summer and turbos help with take off and climb. Turbos also give flexibility on long trips that you sometimes need. On the other side of the coin, turbos cost more to operate and a lot more if you like to operate like the salesman tells you. Known ice is nice but its the turbo which as bailed me out when I have found ice. I have looked at Lancairs several times and have always seen lots of problems. If you are an good mechanic and have time to devote it might work. Insurance is a costly problem. Good luck in your search. Probably best to decide which airplane will fit your mission and become an expert on that airplane and then shop diligently for the best one you can find. Looking for the least expensive airframe to fill your mission is usually not the most economical way to buy an airplane especially turboed ones.

Jeez. Ask a question around here............ Thanks people.

Avionics Services in Kerrville is one to talk to also. They have done many. Just got off the phone with him and he says Aspen has a promotion. Don't they all say that???!!! Ronny, 830-257-9734

My CFI asked me a question last week that I did not know the 'right' answer. The question; "If you are completely lost in VFR conditions, what do you do." I said I would contact my nearest approach, state my situation. They would have me squak, and they would give me a radial or some type of direction and with that information, I could regain my lost situational awareness. What did I say wrong? Everything? Thanks in advance.

Is the Acclaim as 'capable' as the Bravo? I know the Acclaim is faster but, it seems that the utility of the Bravo is fairly exeptional. Subjective question I guess but would love opinions. David

"I have recently acquired N118RZ (Acclaim) with the 310 HP Midwest upgrade. Looking for some recommendations on cruise settings LOP." We non turbo drivers prefer you use the Fire Breathing Dragon settings, and get back to us with Pireps and adventures. Congratulations on your purchase. Welcom to the Forum. Recommend you Search this board for Acclaim related issues like the breather problem.