201er

Quote: flyboy0681 The overwhelming part is not preparing the aircraft itself, that I have down. The tough part is keeping the scan going while fumbling through the Jepp book looking for the correct plate, listening to ATC, studying the plate and doing all the other things that are required. I'll get it, it's just that this over 50 guy is not 23 anymore.

Quote: flyboy0681 This has been my problem. I've become very comfortable with flying the plane (in actual and under the hood) but when it comes to preparation, I too find myself being overwhelmed. Flying a Mooney, where everything comes at you at a faster pace than, say a 172, doesn't make it any easier. Organization is the one area that I need to work on the most. Once I get that out of the way I'll feel a whole lot better about my accomplishments.

Not when you analyze it next to the cost

Regardless if you're going to go through clouds or not, it's a good idea to have at least the most critical IFR components functional. It'll definitely make you safer in the event of inadvertant flight into IMC, night flight, low VFR, etc.

NJ Mooney Pilots Group Fly In for Sunday March 11th 11AM~2PM: I would like to extend an invitation to join New Jersey Mooney Pilots for our next fly in at KLNS Lancaster airport for lunch. Note this is a change from the originally proposed location of Sky Acres. We are not meeting at Sky Acres, we will in fact be at Lancaster, KLNS. Place: KLNS Lancaster Airport - Fiorentino's Restaurant Date: Sunday March 11 Time: 11AM~2PM EST (1700-2000Z)* Activities: Lunch Aircraft: Mooneys Friends: Bring all you want RSVP: None, just come *Note daylight savings time begins Sunday and our fly in is based on the new adjusted time. Check out our new website and read about our past fly ins: http://NJMooney.com

Quote: DaV8or A) I don't have a Windows machine and I doubt I would learn much from pointing and clicking, so I'm not inclined to go and buy a computer, or a copy of Windows 7 and do that. this more likely what I'll do. Not free though. Looks like the power supply is about $250. Actually turning the knobs and pushing the buttons is how I'm more likely to get the path ways worn into my head and sort out the very left brain architecture of the 430. I really wish Apple made avionics. I did read the manual, but it's just words and pictures, so it doesn't really sink into memory. I remember all the things the 430 is supposed to do, but not how to do the button/knob comb to get there. Like you said, it comes with the biggest manual in the plane by far and it's really only useful as a reference tool. Funny that I bought an iPad, downloaded ForeFlight and in about 10 minutes with no manual I'm good to go. I really wish I could just go and get the GTN-650, but the FAA, Garmin monopoly and lawyers say it needs to cost $13,000+

Oh. No, not at you specifically at all. Just at the overall conversation and ideas being thrown around.

Quote: JimR Mike, I agree with you about the relief from the temptation of getthereitis, or even more so, gethomeitis, being one of the greatest safety benefits of the instrument rating. I'm curious, though, how you conclude from either the NTSB report or the Flying article that this pilot's financial predilections are in any way related either to his decision not to obtain an instrument rating or to his decision to launch into IMC that day without one. Perhaps you knew him and can elaborate? I see that the accident took place in your part of the world. Jim

Quote: DaV8or This poll should have included a "Yes I am instument rated, but not current." option. Getting the IR was tough, but keeping current has proven even tougher. Now I'm so far behind, it's pretty much like starting all over again. Having the 430 doesn't really help much either. That thing is a user interface nightmare. Anybody know of a FAA approved simulator with a 430 in it in my area? This is posted by the real Dav8or!

Let's recall the Feb 2012 issue of flying article, The Slippery Slope (or NTSB report version). Wouldn't this guy's life been so much easier (and still alive) if he wasn't such a cheapass and shelled out for an instrument rating sooner? I think one of the greatest safety benefits of instrument rating is providing some relief for getthereitis. It's true that even with an instrument rating it's not always possible to get in but usually it's a matter of waiting some hours to get minimums or end thunderstorms. Whereas for a VFR only pilot, he could get socked in for days because of a steady low pressure system.

Quote: JimR Since I fly strictly for fun I limit the amount of money that I allow myself to blow on my hobby. I could probably purchase and operate a properly IFR equipped mid/late 90s C172 on a comparable budget to my minimally equipped early 201, but I know from my prior experience owning a Cherokee 180 that doing so would not meet either my mission requirements or my aircraft ownership aspirations. So I give up a little to get a little. I suspect that most of us make similar compromises when determining what and how we fly, although we all handle the computations a bit differently depending on our circumstances, which is fine, of course.

Quote: HartParr I know the numbers for my Mooney and understand many things about inst. flying but I have never 'needed' to fly in weather that I don't like and am not convinced that I need one. Sometimes I think I should get the rating and then other times I feel like I don't have the time or want it bad enough.

Quote: gregwatts I am from the camp that thinks the IR should be mandatory. Aside fro allowing you to fly in weather, I believe it absolutely makes you a better VFR pilot as well. I routinely file IFR, even on severe clear days.

Got Mooney so I could get/use instrument rating. Mooney since last June, Instrument since December.

Quote: JimR I remember now that there are two flush exterior screws on the side of the fuselage a few inches above the co-pilot's side air vent that hold it on. Does that sound the same as yours, Mike? Jim

I had mine recently changed on a '78 J. Not where the previous posters mentioned. Mine is in the copilot side foot bay on the right side wall on the inside. The screws come in from the outside wall and someone had to hold from outside so the person inside could undo the nuts. Not sure if this is a non-standard setup but just sharing from recent experience.

http://www.mooneyspace.com/index.cfm?mainaction=threads&forumid=7

Quote: Becca And then there is the section that says "responsibility and authority of pilot in command" are: The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. So do you say you are "acting as pilot in command" when you have that authority? As a safety pilot, if you see a hazard, you are the one, and only one, directly responsible to avoid it - you are the "final authority". (Or on the negative side you are at every moment making the decision to continue to flight since you don't see as collission hazard). If you are the safety pilot and your plane, say, collides with another plane that you should have seen, and you are lucky enough to walk away, the FAA is going to hold you responsible as PIC, because you are the only, final, and directly responsible authority. And since the entire time you are acting as safety pilot while the other guy is under the hood, you are exercising that authority in my opinion.

For anyone not on our email list, this event is CANCELLED due to inclement weather.

Quote: danb35 Mike, a safety pilot isn't a passenger--he's a crewmember.

Can someone confirm my understanding of the FARs that the safety pilot (assuming both pilots are private) cannot log PIC time on the flying pilot's dollar? In other words, if the safety pilot logs PIC, they gotta split the cost. Sec. 61.113 — Private pilot privileges and limitations: Pilot in command. (a) Except as provided in paragraphs ( through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft. © A private pilot may not pay less than the pro rata share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport expenditures, or rental fees. If the safety pilot isn't paying for the flight (in part or in whole), then the safety pilot should not act as PIC nor log PIC as it would be a violation of 61.113c. On the other hand, acting as nothing more than SIC (61.51f2), the safety pilot can log the time as SIC without paying a dime and can even be paid by the pilot for being the lookout.

Right on Paul. Just one thing. I think it is possible to hand over PIC after the flight has begun FAR 1.1: Pilot in command means the person who: (1) Has final authority and responsibility for the operation and safety of the flight; (2) Has been designated as pilot in command before or during the flight; and (3) Holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight. Thus it is possible for the flying pilot to be PIC for takeoff/landing and then hand over PIC responsibility to the safety pilot when he puts the hood on so that they could both log time. What this makes me wonder though is what the "default" concept of PIC is? The above talks about "designating." When I fly with another pilot in my own airplane, can't it be assumed that I am PIC unless agreed upon otherwise? BTW for folks who said safety pilot is responsible for safety during flight, this isn't necessarily being PIC. Safety pilot can say that he sees traffic ahead or clouds but it is still the PIC's call on how to proceed. If they bust airspace (and both pilots are equally rated), the one acting as PIC under the hood would still be to blame even though the safety pilot may have warned him. On the other hand if the safety pilot accepts PIC and they bust airspace, then it's the safety pilot's neck on the line. Acting as PIC is more than just looking out for things.

Quote: Cruiser Greg, there is no SIC time to log, if you want to log the time, (I usually don't), log it as PIC. That is the correct way. You not need to specifically agree to who will be PIC before the flight because it is understood that as soon as the other pilot puts on the view limiting device you become responsible for the safe operations of the flight and as such you are acting as PIC but only for that time he is under the hood so your PIC time will be less than his. (That's why you were asked to go along on the flight)

Read what I wrote again and especially the regulation. It has nothing to do with meteorological condition nor the purpose of the training. It has to do with the flight rules under which the aircraft is being operated. If the flight is being performed under instrument flight rules in VMC, the safety pilot is required to have an instrument rating. Example, an instrument rated pilot wants to shoot some approaches to assure instrument currency does not lapse. He grabs his non-instrument rated pilot friend to act as safety pilot. The sky condition is scattered 2,500. They can perform this flight under VFR but may be forced to dodge clouds. It might be preferable to do it IFR to be cleared into clouds and practice being in the system but since the safety pilot is not instrument rated, the flight cannot be performed with the instrument rated pilot under the hood.

^Sounds like a scam to sucker us into buying renter's insurance