HRM

The mega-chat has begun over the Apple Watch and what it might do for pilots. What aviation features would you use in an Apple Watch? AIN Blog: Welcome to Aviation, Apple Watch etc.

Oh the humanity! ...err, I mean the inaccuracy. I will bet that the seconds on those old Breitling/Wakmann yoke clocks are off by at least a millisecond/second.

A Mooney owner I know told me that he went down to his hangar one day and caught hangar elves dipping his clock into light machine oil, like for sewing machines. He avoided disturbing them and after they finished his clock worked great and has ever since. Apparently they get grody after a couple of decades and the elves knew that a wash down would do the trick.

E is hardly like a C, especially if it is Super [emoji4]

Breitling B-2

I have a KX170B and a KX155 and I think the 170 is the better radio. Anyway, before spending any money, and to summarize what has been posted, I would: 1) Pull, clean, replace the radio in it's bay. How far you go with this step is directly proportional to the size of your... 2) Check antenna coaxes, swap, clean connectors, test. If the coax is original consider replacing. Very easy to do if you have Bruce Yaeger's Spatial Interior (yeah, shameless plug).

Looks like the OP N757DL is a '64 E, probably with a Johnson bar. The full size iPad on your leg is not at all friendly with the bar.

EI MVP-50. Why stop at just engine monitoring? This thing does HP, flight logging, GPS waypoint logging, checklists, OAT, LOP, ROP, etc., etc., etc. It also logs everything and has a USB port on the front. DL your data and then UL to Savvyanalysis.com for free data display, including flight map.

I became dependent on my ASA kneeboard early in my flying and considered having it surgically attached to my leg. When the iPad mini appeared along with Sporty's "MyClip" leg strap for it, I cancelled the surgery.

We fly, but we have not 'conquered' the air. Nature presides in all her dignity, permitting us the study and the use of such of her forces as we may understand. It is when we presume to intimacy, having been granted only tolerance, that the harsh stick falls across our impudent knuckles and we rub the pain, staring upward, startled by our ignorance. ― Beryl Markham, West with the Night

Leonard Nimoy—lived long and prospered, we'll miss him.

I doubt it. US free speech allow us to offend. I don't think you can burn a Qur'an in Sweden.

His son (Ben) tweeted: At the hospital. Dad is ok. Battered, but ok! He is every bit the man you would think he is. He is an incredibly strong man. ...good pilot too, in spite of what the armchair flight critics say.

You might look at this a different way and I am posting this not knowing what goes on in Oz. Here in Wonderland we have an IFR certification requirement every two years (and I am blabbing off memory so someone will chime in with the specifics) and at that point you could ask your maintenance folks if all is copacetic for IFR flight. At that point, you survey what you have and that will tell you when and where you can fly. For TO you need the TO procedures, if any, and the ability to contact ATC at some point. I say some point because if you are in the outback (Oz or Wonderland, doesn't much matter), you may not get "radar contact" for a while. For enroute you need the nav necessary for enroute nav. Yes, that is a bit ambiguous but it could be just an enroute GPS, or a VOR receiver. Now comes the fun part and the literally myriad of options designed to DRIVE YOU NUTS! For approach you need the equipment necessary to execute the approach. Here in Wonderland the Feds Against Aviation are slowly driving all pilots towards WAAS GPS in order to land anywhere, so the choice is fairly easy. Either have a WAAS GPS and fly wherever you want, or stay home.

That guy is the trouble maker, pay no attention to him.

...and I think there you discovered that you would not enjoy instruction with him.

You got a little of it. My point is just that when you start discussing rules, which is the same as discussing laws, you must be absolutely precise. In patent cases, as an example, a significant amount of time and money is spent on what is called claim construction. This is where both sides literally argue over the meaning of various terms until the judge decides what means what. Our discussion moved from the notion of a pilot essentially flying illegally to what it means to fly "IFR". I put that in quotes because that is when the fun started. So, if you want to quote FAA rules, then you need to be careful about the acronyms, if you want to just discuss flying, then you can be a bit looser with the terminology. You as in the collective you, not necessarily you.

That was my point, glad you got it.

...and based on what has transpired here, that will be the easy one.

Well, just say'in, but I think my CFI/I will let me know when to use it and when not

Thanks for steering this thread in this direction. SPIFR has become an operative, heavily discussed acronym and it speaks to workload, personal minimums, conditions and, obviously, equipment. My Mooney has 3-axis, but I want to stay away from it during my training for the reasons others have discussed--just too easy to get dependent on it and then get panicked if it fails.

Not as simple as you may think. Let's first quote Spinoza: many errors, of a truth, consist mainly in the application of the wrong names of things. When one starts to argue semantics, even with the best intentions, which is following rules, one must be careful with acronyms. IFR means Instrument Flight Rules, or maybe it means Instrument Flight Rated. A person can be flying under rules without the rating, or not following the rules and be rated. Who makes the rules? To go all Zen on you: Can you break a rule if there is no one enforcing the rules? Then there is IMC, or Instrument Meteorological Conditions, which is a state of the weather in an area. Things fall apart fairly quickly if you bandy about acronyms.

...and now looking like the pilot was IR and not the owner of the aircraft. The thread is the most convoluted zig-zag of misinformation that I have seen in quite awhile, not to mention gross speculation. Best to discuss after the NTSB report comes out, but that will take six months or more.

That entire scenario is just not to be believed. He obviously was not participating in this thread.

Incredible, just incredible. This following a lengthy discussion of accidents involving non-IR pilots flying in IMC intentionally.