I normally just do the quick bumper music on the start up and shut down. The approach was a little longer of a sequence than I normally cut so I figured some subtle music was in order.
Some people use the CCCCC, acronym for cram it, climb it, clean it, cool it, and call it. Cram it = power forward, climb it is self explanatory, clean it is flaps and gear, cool it = cowl flaps, call it = call ATC that you are on the missed. You generally do not want to be low power and descending with cowl flaps open because it cools your engine too much. if you look at your descent checklist, it will specifically call out for cowl flaps closed. Of all the five C’s above, it is not a super critical one that is why it is done last.
Yea not a good idea at all. Desending at a low power setting w the flaps open u can shock cool the engine and crack a jug. On the go get the airplane cleaned up, climb power set, on course heading, then C flaps open.
Nice interior. Nice paint as well. I have a 81, 231K Mooney with original interior. My wife wants to redo the interior. Would you be able to give an estimated cost?
I find RNAV slightly easier and more precise. No switching to green needles…. Localizers can have a little wave to them. GPS is dead straight. It’s minor and only a preference.
It’s called Garmin Telligence. it’s through the GMA 35c audio panel through the GTN 750 navigator. you can give a whole bunch of voice commands to it. Tuning frequencies is one of the most useful features of it I have found. static.garmin.com/pumac/190-01007-50_b.pdf
Amazing you break at 360 looks to me below that 360 feet … you did a amazing job amazing ‼️‼️‼️ I’m just got my instrument but I do alway IFR with always some one and my fugues and my minimum with and IFR pilot in my jet had being 120 feet Love to see more videos like this
Why not keep the autopilot on longer when you had the runway in sight? That would prevent a duck under. John, ATP/CFII SMEL, Retired C-5 Pilot and Flight Examiner
I kept it on until I had the field made, and started to transition to my visual landing. You can see me put in landing flaps and then I turn off the AP to keep the nose coming down as opposed to allowing the AP let the plane flatten as the flaps come down and add lift.
@@TB-um1xz You may be thinking about a Part 135 operator who cannot shoot the approach if visibility is below minimums. This restriction does not apply to Part 91 operations. Ceiling does however “matter” for several reasons. Most practically, you cannot descend below the DA(H) on an ILS unless you have the runway environment in sight. So if I descended to the DA(H) of 910 ft MSL (250ft AGL) and I was still in the clouds, I could not proceed the descent to the airport and would have to go missed. The “Minimums, Minimums” alert that you hear called out by my avionics is an altitude alert. So the two things that can actually limit your ability to land is both cloud heights (ceilings), and visibility. IFR conditions are defined by a visibility less than 3 miles, and/or ceiling less than 1,000 ft. Ceiling is also used to determine the need to file an alternate airport, as well as what alternates can be used for planning.
