201er

I can't imagine it another way. Mounting the ipad down on a kneeboard is completely nuts, but don't need to look at it enough to put it in front of the instruments. On the copilot yoke takes a small head turn. With a larger ipad screen, can see it clearly from that distance. Good use of space. Plus it gives passenger something to look at. They like seeing all the traffic and updates.

Even if they could get it down to being as simple as swapping a couple duracells, it would be 5 mins for the battery change and half an hour for filing FAA paperwork for the alteration.

These things seem like a good idea on paper. But, sometimes it's better to wait till they work out all the kinks.

I mount full size ipad on the copilot yoke. That way it’s a bigger map, doesn’t block view of instruments, and isn’t in my way. It’s not something you look at continuously, just periodically so it works. I got a bran new, bottom of the line, standard iPad fo use solely for flying. It’s same or better than the top of the line ipad I used a few years ago.

1400nm Denver to Linden, NJ in 9 hours or upwind 1320nm Linden to San Marcos, TX in 11 hours and over 85 gallons used. Also done a bunch of 7-9 hour flights like Phoenix to Chicago, Linden to Winnipeg, Linden to Goose Bay, Belize to San Andres Colombia, Lubbock TX to Linden, Phoenix to St Louis, Linden to Key West, Florida to Virgin Islands, and a bunch more.

Makes perfect sense to me. It is also possible for a non instrument rated pilot to log actual instrument time without a view limiting device or safety pilot during VFR in actual instrument conditions. Not likely or recommended, but it is permissible. Theres definitely times flying IFR in VMC that is in AIC and logs as instrument time.

61.57(d) Instrument proficiency check. (1) Except as provided in paragraph (e) of this section, a person who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months may reestablish instrument currency only by completing an instrumentproficiency check.

Not just traffic. Terrain, airspace, altitude, someone aware of your last known location, even just someone to tell you that you’re doing something stupid! For instance pointing out wrong altitude for VFR.

Like fishes or peoples?

For real cross country flying (not the 50nm nonsense), I’m probably IFR 80% of the time and with ATC 99% of the time. Two reasons for not being IFR are inconvenient routing in VMC or strictly avoiding weather/terrain VFR. For local flying (pretty much any time I’m not packing a bag, even if it’s more than 50nm), I’m VFR 95% of the time. Unless it’s IMC and I gotta go, it’s too inconvenient to do IFR from uncontrolled airport under NY Bravo. Probably taking advisories 80% of the time flying local. Sometimes the distance is too short or there just isn’t much going on so I occasionally don’t take advisories. Point is, I love the freedom but even better to have an extra set of eyes for safety.

How often are you talking to ATC? How often do you make a flight without talking to ATC at all? Part 2: how much flying do you do IFR even in absolute VMC?

91.119 and 91.13 apparently for making a very low pass over some houses. He says it was an inspection pass to land on someone's property but elected not to. It's kind of a long video and mildly interesting to hear his side of things.

Seems like a pretty disastrous place to have one of those. But even at sea level, I'm sure it would be disastrous for whatever pants you're wearing in any case

I think all those problems are dwarfed by losing friends to aviation tragedies or screw ups. Making mistakes is probably the thing that bring me closer to those thoughts than the cost/effort.

Just realized we're talking about a K model. Letting a tank run dry at high altitude can be disastrous as there won't be enough air for a relight without the turbo. Hence why POH probably recommends to give it all the throttle you've got. But, don't be quick to go full throttle down low and be prepared for a surge.

If you burn a tank dry in flight while cruising LOP and then switch tanks, it will still flame out. Won’t restart that lean so you have to slowly advance the mixture.

Yeah, sorry that’s all they’re giving.

Don't know. But you've been violated for double posting!

Mr Jacob made his first public comment about crashing his airplane for views. He went flying in a different airplane WITHOUT a parachute! I supposed he came to the conclusion that parachutes are only needed for illegal pranks instead of real flying. Here's his video cashing in on his FAA certificate revocation. I hate to give him publicity for his new publicity stunt, but figured it's only fair he get to share his side of the story if everyone here's criticizing him. Looks like besides Trevor and the Red Bull swap guys, Trent Palmer also received an FAA revocation.

Price of Bonanzas must have doubled at the sound of that news! Much like Mooneys jump in price when a small batch of gear springs gets released.

Full text of the actual letter from the FAA: https://s30121.pcdn.co/wp-content/uploads/2022/04/Jacob-EOR-2022WP010003-FOIA_Redacted.pdf

Anyone know how the Mooney tail compares to a V tail like the Bonanza? Parasitic drag, rudder authority, malfunctions, etc?

They're going to start answering the phones and shipping parts on time... no, just kidding!

How do you feel about the Mooney tail? Did it attract you to Mooneys or was it a turn off? What have you learned about it and has it grown on you?

It always baffles me how much guys will spend on planes, avionics, new windows… and then get stingy on the cleaner.