Mooney Man has contributed to 98 posts out of 1193 total posts
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Well, at least you got to log an extra landing! Seriously, the time to leave aviation is when you quit occasionally feeling anxiety. Like they say, there are old pilots, there are bold pilots, but there are no old bold pilots.
Good question. Since you are being checked out with an instructor, the instructor will make the entry in your log book. My experience in being checked out in different airplanes is that sometimes the instructor logs your time as PIC, sometimes not. I guess it depends on the instructor. I haven't been able to figure it out.
This was discussed here several years ago. Go to the "Flight School" board. I've brought it to the top for you.
ttt for hanglider
I usually follow I-40, but bypass Alburquerque to the north via the Santa Fe VOR.
Midway through my flight training I bought a Cessna 150 to finish my training in. I took my check ride in it, then sort of went crazy and flew it all over the country. Loved every minute of it.A couple of years after getting my license I sold the 150 to move up to a Mooney. I sold the 150 for a couple of thousand dollars more than what I paid for it. Last year I bought another 150 for an investment and for my son to take his flight training in. He passed his check ride in December. I still own the plane. We take turns flying it. I still have my Mooney, but for the pure enjoyment of flying around the lake on a pretty day, I prefer the 150. For economy (5 g.p.h.), enjoyment, and value retention, it's hard to beat a Cessna 150.
Rule 1: In dealing with ATC, attitude is everything. They'll let you do just about anything you want if you aren't timid and talk like you know what you're doing. Don't say "Uh, we're approaching from the northeast. Can we transition your airspace to point B?" Say: "We're approaching from the northeast for transition to point B."Rule 2: They have to let you land. A request to land at a certain airport might get more cooperation than a request for transition. You have to stop for gas somewhere, so plan your fuel stop within the Class B airspace. Say: "We're approaching from the northeast for landing at Airport xyz."
You don't need a clearance, but keep your head on a swivel looking out for military traffic. And it wouldn't be a bad idea to call ahead of time to see is the area is going to be "hot" when you fly through.
I am considering buying a hand-held nav/com for a backup. Does anybody have any recommendations?The Sporty's SP200A and the Icom IC-A23 both look like good buys. Are the additional features on the Icom worth the additional cost?
The description of the procedure by dpace is very accurate, but I would make one small correction. I believe that FTY does have a Clearance Delivery frequency. The AOPA Airport Directory lists it as 123.7. Shortly after receiving my pilot's license around ten years ago I flew from Texas to Atlanta in a Cessna 150, and landed at FTY. It was a long time ago, but I don't remember it as being very complicated. Have a nice flight.
I agree with CG.
Of more importance than the 4,000 foot elevation at your destination is the terrain that you will have to fly over to get there and back.What is your point of departure and your destination?
My log book does not have a "solo" category. Under "Type of Piloting Time", it lists two categories: "Dual Received" and "Pilot In Command"."Dual Received" pertains to receiving flight instruction. "Pilot In Command" means you are the only person manipulating the controls.
With all the cross country flying that I have done, I will confess that I have occasionally had a few momentary close encounters with clouds. But a "sudden" encounter is practically unheard of. Clouds form slowly. They can be seen at a distance. The best weather avoidance instrument in the cockpit is your own two eyeballs.
I don't have a multi-engine rating, but took a few lessons several years ago for the fun of it. I did not complete the training, primarily due to finances, but would like to finish some day. Here are my thoughts on the matter.It's a fun rating to work on. You learn a lot about aerodynamics and airplanes. It's an expensive rating to work on. Owning a twin would be incredibly expensive. Somehow having twice as many engines triples your maintenance costs. And the cost of insurance is outrageous. Having twice as many engines (and burning twice as much fuel) does not double your groundspeed. There is some truth to the old adage that in the event of an engine failure, the extra (working) engine only gets you to the accident scene quicker. The primary benefit to a twin, in my opinion, is the increased load carrying capacity. Very few singles can carry four adults, full fuel, and baggage. All things considered, I would like to finish my multi-engine training for the fun of it, and would like to own a twin for the increased useful load. But to own a twin, I will first have to go buy some lottery tickets.
The most important question is the one that you ask of yourself: "Do I want to spend 40 hours in a cramped, cluttered cockpit with this instructor?"
The term refers to flying VFR in marginal weather. More specifically, it means flying just below a low cloud ceiling. (Clouds are sometimes called "scud").
As for myself, I own a Mooney M20E. The airplane's value has actually appreciated significantly since I bought it. And I enjoy having it available whenever I want to fly.I agree that if you fly 100 hours a year or more, ownership of the airplane is much better than renting.
Do you own your own airplane, or do you rent an airplane when you feel the need to fly?What make and model of airplane do you own or rent?
The Hobbs meter is a pure clock. It measures every minute that the engine in running, no matter at what rpm.The tachometer also measures time, but the measurement is somehow related to the rpm that the engine is running at. It gives a different (higher) measure at high rpm than at low rpm. If you rent an airplane, you pay Hobbs time. The times in the logbook for total time, TBO, etc. are tach time.
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