201er

Do you guys have any idea how this guy has won an entire year's worth of Mooneyspace days? I don't even know what it means to win a day, but this guy has won an entire year's worth! I don't know if he deserves our congratulations or pity. Similar to this guy who ran an entire marathon every day for a year: https://explorersweb.com/marathon-every-day-2022/ @carusoam ran a marathon of Mooneyspace for an entire year

Lost my attention as soon as I saw this

Very old? The M18 first flew in 1947 and the M20 in 1953.

It’s been done but it wasn’t faster or much roomier. Yes, @carusoam it's groundhog day

Finally someone figured out what the Mooney factory needs to do to get back to selling a lot of airplanes! I hope Mooney is listening! Rewind to 2:45 to hear about the new Tailwheel Bonanza to give you mad skillz.

Have all of those and have flown from those places.

Is there ANY point, advantage, or purpose whatsoever to getting ASEL ATP in Mooney? Running out of ratings to add for fun in my plane. Not interested in getting ratings in anything I don't fly (like multi). Does single engine ATP provide a shortcut to multi ATP or like starting over again? Any insurance discount @Parker_Woodruff? Any risk of higher scrutiny/enforcement action in the event of a screw up by being higher rated?

Check the filter and intake for obstruction?

Flight Insight might be worth a shot. I never tried his paid courses but I find his YouTube videos well made and I’d probably buy his course if I needed a ratting https://www.flight-insight.com/ifr

Only twice when passengers closed it (that should have known better). Never since I stopped allowing anyone else from closing it!

After the first 5 hours, doesn’t make a difference how long you’re going for!

8 hours is no biggie but the distance is impressive. You’d be surprised how far you can go when you don’t waste time on landings along the way.

By the way, this especially true for international flying! Things are quite different on the ground but in the air it’s all familiar.

Unless I explicitly heard tower tell that airplane to line up and wait or tower tells me to cross reiterating the airplane on the runway is holding, I wouldn’t cross.

They'll let them land but not taxi?

The controllers were clear in their instructions. In this case, it was a complete screw up from the American Airlines pilots. If they got confused about American 185 taking off 31L, it doesn't give them any reason to cross 4L. After American 106 stopped, they said "The last clearance we were given, we were cleared to cross, is that correct?" They still didn't know what runway they had just crossed. American 106 reads back: "Cross 31L at Kilo, American 106 Heavy" They cross 4L at Juliet American 106: "The last clearance we were given, we were cleared to cross, is that correct?" This video has the ground control recordings:

I can't tell cause my teeth are rattling more. There can be a couple burbles but if it's anything less than 40F, I'm preheating so I dunno. I usually run at 1000-1100 RPM with cowl flaps closed for a few mins until cylinder heads get into 200F+ and oil temp is over 90F. Then I'll go to 1200 RPM or taxi. I get the shakes when #4 is running way leaner. At colder temps, lower power, the fuel divider doesn't do a very good job and seems to starve #4 causing 100-200 higher EGT and that will cause a rumble. It goes away once things warm up or higher power.

That's not cold.

I wasn't planning on selling but if you must have it, I'll accept offers starting a a million

I don't think anyone is offended, I think it's more that they are laughing that in this market a buyer is asking for offers rather than chasing after sellers offering to pay more than expected. There is currently excessive demand, no new supply, and older ones getting crashed or grounded.

Because you’ll have to wait for a break on clearance delivery frequency, copy clearance, hold for release, fly an instrument departure in the opposite direction, stick to airways, get routed a long way around, fly an approach, etc. Welcome to the northeast.

Scenario: 318nm cross country across relatively flat terrain Departure and destination currently reporting clear. TAF shows destination starting to cloud up a few hours after ETA. For 200nm along the route its reported 2000ft broken to overcast and pirep tops 4000ft and clear above. Reported visibility 5 miles. Light westerly winds. No turbulence or icing. For those of you who insist on specifics, let's say KPSM to KMDT, but it's mostly rhetorical. Here's a peek at some of the terrain/obstacles you may encounter. What do you do? If you chose/mentioned an option involving IFR, what would you do if you're not instrument current? Explain your choice. What other options are acceptable to you and which ones are not?

A gentle rocking in smooth IMC near cloud tops seemed to really do it!

For sure I will opt to go IFR over being in low VFR. That said, my VFR minimums are lower with instrument capability as an out. For example I have no concern going VFR over overcast if it is clear over departure and destination. Typically I would be IFR under such circumstances but if IFR adds a lot of delay/routing I could go VFR in such conditions. I wouldn’t chance it without instrument capability. I’m more accustomed flying IFR in all kinds of VMC that would be consider marginal VFR. For this reason I am familiar with how low of conditions I can tolerate. I’ll consider flying in VFR down to legal minimums but there’s virtually no reason I wouldn’t go IFR instead. I’d fly to the next airport over in 2000/5 but any lower than that and I’d go IFR even that close.

What are your VFR weather minimums? Are you instrument rated? Are your VFR minimums different when you are instrument qualified vs not (i.e. out of currency)? If instrument rated at what ceiling/vis will you go IFR instead (for the kind of flight that would normally make more sense to go VFR)?