201er

I looked into the requirements for Wings to count as BFR and it's totally pointless. It does NOT replace the BFR entirely. It just replaces the mandatory ground portion. You still have to go fly with an instructor (which makes sense). At that point, what it saves you is pretty meaningless since you still have to take the time to schedule instruction. Still, some of the courses are very interesting and informative so I still go to them but don't even bother worrying about the credit. I think it's a good program if you ignore the credit parts.

Hey guys, sorry for the short notice but we decided to host a Ground Hog Day Mooney Fly In tomorrow (Feb 2) at Millville KMIV at noon! Cris and I will be there. Anthony, I can give you a ride. Who else wants to join us?

How could any rule or law have stopped him? 91.155, 91.13, and 91.129, were already broken during the flight to name a few. Most of the videos/discussions start with the pilot being over the airport in the clouds. But if we rewind back a little, there was a point at which he made the conscious choice to enter them and continue flying in them. He was very very far behind the airplane (and quite likely wasn't even adequately familiar with available systems). If he waited a few hundred more hours and built experience flying local in a skyhawk and continuing his education, he would have at least known how to talk to the tower, seek help, and been less distracted with the mechanics of flying and been able to dedicate more attention to the EMERGENCY and treated it as one rather than brushing it off as "not wanting to get stuck."

I think the pistol grip fails the new assault weapons ban! Don't tell anyone

Oh like buying a Cirrus fresh out of flight school?

Honestly, I like the things with fewer sections the way it is now. I only check a few sections anyway, so having interesting tangents mixed into existing sections catches my attention. But adding more sections will just end up getting overlooked by me. My four half pennies.

You know the pilot has absolutely no idea what he is doing when he has to ask the tower if it's a good idea to land or not, "I am still trying to decide if I should land at dupage or not, do you think that is a good idea or not?"

But neither JFK Jr nor this guy ever would have and it's rooted in a common invulnerable attitude! Both were the kinds of people who would not turn around or accept help. Otherwise we would not have heard about them. This guy didn't even have to activate the AP, he could have been VFR into another field but elected not to! This is more of an attitude problem than a control of aircraft problem.

No wonder you get such a big discount for being instrument rated! That is just terrible how he was tossed multiple lifelines and refused to take them even if just for the sake of his passengers!

No, just a magically light invisible headset! Thank you Phil

They wanted $25 for preheat on top of $10 parking fee so I said to hell with it and started up cold just fine. I just try to make up for it by preheating more often on my own. All snow was melted when I got back (on grass too, so I know they didn't plow). Thanks Seth.

Aha! I just found something. Part 61.51f2 (f) Logging second-in-command flight time. A person may log second-in-command time only for that flight time during which that person: (2) Holds the appropriate category, class, and instrument rating (if an instrument rating is required for the flight) for the aircraft being flown, and more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is being conducted. Therefore you can be a safety pilot AND log as SIC without acting as SIC! Hahaha, leave it to the FAA for these double loopholes.

Wow, that's strange and different from anything I've been previously told! So basically it comes down that they don't think a safety pilot is a required crew member or SIC! I wonder what sort of havoc this interpretation will wreak on dual logging and logging SIC time?

You have to measure gas savings not only over altitude but simultaneously over distance... that's where the Vz profile ends up playing a greater role. You may save a gallon in the climb but then you spend an extra gallon to get to the same point where the cruise climb would have leveled you, thus spending half a gallon more and ending up with only half a gallon saved. Think of LOP climb as going up, then forward. Vz climb is taking the hypotenuse route and moving up/forward at the same time.

Never thought of it being that cold. I'll go in whatever the coldest we get but in NYC it's never less than 15F

The discussion we had (which surprisingly seems to be missing) is that it's kinda pointless to climb LOP for xcountry because the savings are virtually non-existent vs climbing Vz (~120KIAS). Basically LOP climb is only good for local flying around when you just want to fly slow on the least fuel possible. Also there's no benefit of reducing RPM in climb and possibly even harm.

Good question. It was specifically because of the snow. Normally my gear is up as I'm leaving ground effect (see other vids, bitch about how I raise it too soon lol) but this time I intentionally held off a long time to ensure that all snow/ice clears out of the wheels before I risk raising it all into my wheel bays. I also tapped the brakes a few times after takeoff (some of the wobbly moments) to quickly halt the wheels and to clear the brakes. Dunno if it was necessary or not but all was good when I arrived at my destination.

That's putting it really mildly compared to what Byron told me. He gave me the impression that he came out with a crater the size of texas on his underside!

Sure can!

"So you are a little lamb who has come to Clouseau for to learn."

Tom, glad you're ok! Hope we can all learn from this and that you'll be back in a Mooney in no time.

I started flying tail draggers so getting in the Mooney was all fancy. Once you actually know how to fly, it seems to apply to anything!