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  1. My M20C just entered the avionics shop to get a major panel update. I am then planning on using this plane for all my instrument training and hopefully well beyond for real world instrument flying. My center stack will include new PMA audio panel, GTN650, KT74 transponder, and a serviceable SL40 com2. About the only decent existing piece of avionics that I have is the KN53 Nav2 radio, and I'm too much of a CB to throw it out in favor of a new low profile Nav/com. However, all this may not quite fit into the diminutive center stack of the M20C. If not, which item should I move to the right? I'm thinking the Nav2, but my avionics installer, who is an IR pilot, suggested the transponder. My specific question is: how much do the instrument rated folks on here with modern panels use their Nav2 in the real world? I know dual navs are traditionally used for fixes and they are even required for some VOR approaches. But it seems these days that GPS substitutes well for just about any use of a second Nav? If I keep it in the center stack, the transponder will have to move to the right. This would be fine if I got the Garmin transponder, which can be controlled by the GTN650 interface, but I'm too much of a CB for that either, since the KT74 is 1 amu cheaper for hardware and also swaps out directly into my existing KT76a tray.
  2. I own a 1966 M20 E and when I bought the plane five years ago it came IFR certified with pretty much the original panel. Since then, I have added an EI MVP-50 to it, removing most of the original engine gauges and such along with the DME and ADF. The later two removals were in anticipation of a WAAS GPS system, but that has yet to materialize. The original panel included the ADF, but ADF is fast disappearing from US approaches. As such, I am left with dual VORs, one of which has GS. The original panel came equipped with a marker beacon receiver and an audio panel for switching two radios and the ADF. Since the pilots yoke is equipped with a second-hand precision (Wakmann/Brietling) clock, I will argue that this aircraft was built and sold for IFR flying. Additionally, pitot heat, which some master CFII's will contend is the most important piece of IFR equipment, was included as well as a huge vacuum gauge right in the center of the panel. The PO added a backup vacuum system that runs off the intake manifold. What puzzles me is why there is so much fuss over the "six-pack" panel. If a guy bought this plane back in '66 and flew it for years IFR with the panel layout as it was, why would redoing the panel now make any difference? Here is what I have: The "scan" is very important to the IFR pilot. With this panel, you scan the ASI, AI and DG across the top. Then the TC, Altimeter and VSI along the bottom. You can't miss the vacuum gauge and the VOR/GS is only looked at enroute and during an approach. So, what's the problem with this?
  3. I'm taking the family out to Clovis NM so my son and his fiance can look for a place near Cannon AFB. We will need to stop for fuel and a potty break due to the headwinds. We'll file IFR. Weather between is so-so. Looks like we might be able to pick our way through. Tops are above our practical ceiling of FL220. I usually prefer to swing to the backend/southwest side of systems out here, but all the airportts to the south of this system are predicting LIFR into the evening. Not comfortable with that, with a full plane and nearing sunset. Thinking about picking my way through, north of the system, with a refueling stop west/northwest of Tulsa. I have onboard ADSB WX and the WX-10. Together they are good for avoiding convective activity.
  4. So, to continue with supplementing my education in IFR, I have been reading Pilot error: Anatomies of aircraft accidents by the Editors of Flying Magazine, after a suggestion posted here and I have found it riveting. Then yesterday, during the course of conversation on an unrelated topic, one of the people that works for me mentioned something about knowing a pilot that was killed in a crash. He didn't have much data on the accident, but I was able to drill down through the NTSB database and located the incident. What I found was somewhat shocking, but eerily coincident with a question that I was thinking about posting here for comment. Coincidentally, there is a recent thread about logging IFR proficiency that I found interesting as well. For background, here is the operative excerpt from the report: An operations staff member at JAS stated that it seemed to be common knowledge among airport personnel (staff, airplane owners, and other pilots) that although the pilot was not instrument rated, he frequently filed instrument flight plans, and operated in instrument meteorological conditions (IMC). The operations staff member had heard other pilots complain about the pilot's flying habits in the vicinity of JAS, and in particular when IMC existed at JAS. The investigation was unable to obtain additional details regarding those observations. It occurred to me that any pilot might simply file an IFR FP, TO into IMC, fly wherever, execute an approach, land and go on his merry way. How would the FAA know that he was not instrument rated? Then I thought, wait, surely they check the pilot name on the FP against the airman DB, no? Apparently not. As an aside, and of course we don't know exactly what happened, but it appears that IMC took out this man, his wife and his 9 YO son.
  5. As a new 110 hr pilot who transitioned to the C model 20 hours ago, I feel now decently comfortable getting from point A to point B and planning my descents in a way that is specific to this plane (I plan 4mi/1000 ft, 135-160mph, 500 ft/min, or a bit steeper if ending up high toward the end). 1-3 miles before entering the pattern, I do have to pull throttle way back and level off to get speed to 120 so I can drop the gear. This feels like the most inelegant part of my descent, and I'm not sure how compatible it would be with an instrument approach, since I have no exposure to the latter. My overall question is what habits should I focus on breaking, developing, or retaining right now that might ease my eventual instrument training? I probably won't get to start until next year sometime, but I hope to do a decent amount of flying between now and then and hope to have the right airplane handling skills (Mooney specific ones or in general) when the time comes. I know holding accurate altitude and heading is key, but what else? Should I practice using VORs whenever I can?
  6. I garnered so much good stuff from my earlier thread "IFR question" that I thought I would open up a new one. I am over halfway through Collins, Taylor and Machado and now have what on it's face may look like a stupid question. That said, keep in mind that the dumbest question is the one that wasn't asked, so here goes: So, you have an instrument rating and you decide you want to fly from KXXX to KYYY and the weather is IFR at KYYY. What if there is no approach at KYYY that you have the equipment for? For example, in my E I have dual VOR CDI's and one of them has a GS. That's it other than a mode C transponder and a GPSMAP 295. The 295 is WAAS and has approaches of all sorts built into it, but it is HH and thus for "situational awareness" only. So, I can only fly (IFR) to airports with VOR, LOC, ILS and "RADAR ONLY" approaches? What if the ILS is out at KYYY? What if the ILS goes out while I am enroute? Is there any easy way to quickly determine whether or not I am eligible to land somewhere? Is there a database that only lists, for example, airports with ILS approaches? Or VOR? Or LOC? ...but not DME, GPS or ADF/NDB? This really has me perplexed and I think I am missing some fundamental flight planning element.
  7. I have been doing a lot of IFR studying on my own and have a question that I hope someone can answer. When you TO into an IFR flight plan, are you in contact with ATC and do they have you on radar via your transponder? In other words, is it just like flight following but under IMC? If you miss a fix or are unable to figure out where you are via VOR, do they just tell you? Do they vector you back where you need to be if you get lost?
  8. This is a Go Pro video from a windshield mounted camera and sped up as we descended through the clouds into Refugio, Texas. If you want to see some pictures of the terrain around the area go to Facebook and search for the El Corazon Ranch, Refugio, Texas. http://youtu.be/IOVJee2mmfA
  9. Well, as some of you may know, I'm trying to finalize my decision on some panel modernization. One thing that I have to come to realize so far in my instrument training: No DME, an Inop ADF and a marginally functional GS is not comforting for me to be hitting the conditions I plan to fly in. The comfort level goes even further down when I think about having my wife and daughter flying with me in those same conditions. For what it's worth, I think I have settled in on the Garmin 650 for my GPS, keeping one of my Mac1700s and the CDI it feeds. I initially planned on putting in a EI MVP50, but after looking at my expenditures a little closer, I'm entertaining a Aspen PFD 1000 Pro now and then coming back for the 1000 MFD and the MVP 50 next year. (Giving me a Evolution 2000 system and being able to remove the original gauges and when all is said and done.) The question I have for you ladies and gentleman is whether I would still need a GI106A/ MD200-306 if I have the aspen, or if it can act as the CDI for my 650. I'm new to this, so I apologize if this is a simple question. Any other advice you may have is also greatly appreciated, and definitely will be considered. Warmest Regards, Abe L. Harper, Jr.
  10. Today (Thursday 17th October) the EASA Committee voted on the Qualifications for Flying in IMC proposal (Competancy Based Modular IR, Enroute IR). * The proposal was amended to include English Language Proficiency for both IR and EIR * The Article 4(8) exemption text was modified to not require English Language Proficiency * In addition, the deadline for converting third country licences was extended by 12 months to 2015. The proposal as amended was passed with no votes against. While there is still a legislative step to go (Parliamentary scrutiny), it is now highly likely that they will become law in the first part of next year. PPL/IR Europe and Europe Air Sports are delighted by the news of this success, and offer their thanks to the UK CAA, EASA, the European Commission, IAOPA-EUR and AOPA UK, all of whom worked hard to make this happen. The upshot of this is that European pilots will now have a practical method to obtain an instrument qualification (previously they required to complete extended ground studies at approved training organisation, with a complete day of more of written exams, and then complete a course of at least 50 hours flying). Work continues with the FAA and EASA on the BASA to allow FAA licence holders to convert to an EASA licence in a more practical manner. A great day for GA in Europe
  11. Looking to sell my Cherokee. She is unique and a LOT of fun. She can carry full fuel and at least 4 real adults. Because of her Full STOL kit this Piper can fly and glide while at the same time can take off Amazingly short as well as stop on a dime. This Piper had no issues in grass or camping. Price is $52,250 or best offer. Pics and spec sheet are attached. Martin Piper Pics - Underneath and underwing.zip Piper Pics - Mostly inside - seats and panel.zip Spec Sheet - 1965 Piper Cherokee 180 - PDF Version.pdf
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