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That is pretty slick. Maybe you'll quit flying so much VFR now :-P

So, STEC was able to make the 3100 take attitude from the G5? How did they do that?

And if you did add radar, it might be sufficient for you to either get a dedicated display or perhaps a 650 to handle GPS functions when using the 750 overlay radar. Or you could get another 750 if you wanted to spend more.

You're comparing it to a 430/530, not a 650/750.

Personally, I hate the Avidyne logic. Nearly as much buttonology as a 430, for no good reason. I'd get a 650 or 750 and be done. Plus, Garmin will probably give you decent money for your 430, which doesn't have the market value of a 14/28 WAAS model, just for the screen for repair jobs.

G5s will work fine with the GFC600. That said, if you intend to keep round dials, you really are better off with the more advanced GI275s that do not cost much more money and integrate even better with the GFC. They are literally like mini G600TXis.

Do not do G5s if you intend to have any autopilot that isn't made by Garmin. The GI275s literally will save you money by avoiding the GAD29B.

I've also heard great things about the interior and paint work the guys in Lincoln do. My mechanic is at Auburn and likes to send everyone there.

My story is not nearly as cool as Wally's. Actually, I'm pretty sure no one's is. Man, that's so much easier than the vectored ILS, partial panel RNAV GPS approach and VOR circling I did. :-P Oh, wait...nah. At least they didn't make you do the NDB into EMT. Or did that exist then? ;-)...

This carrier didn't seem to have the best reputation. Also, the 737-200 isn't known for stellar single engine performance to start with. Honestly, this incident was a situation where checklist running probably contributed to the problems - they would have landed safely if they just turned a...

Another reason I refuse to fly VFR except under a set of limited circumstances. Good time for IFR training though.

The audio made it very clear that the pilot had absolutely no clue how a SID works, but he didn't decline it. He clearly got disoriented while failing to understand what he was flying and ended up in a spiral. Incredibly sad. What is busy or a handful about a climbing right turn, straight...

There were some similarities to that Mooney that ASI featured, as far as how the turn was handled. He landed on a different runway, got the nose down, was at a familiar airport, etc. He was also almost certainly on higher alert because of the new engine. I think he did a fantastic job.

Maybe a cirrus cloud to fly though, and I definitely am nowhere near Atlanta :-P

This is different and I agree it is a good practice. I see people yank stuff up and down all the time and just cringe

After doing several rolls.

I don't get asked about an IPC for the Bonanza, but both of us named owners are instrument rated and the open pilot policy requires an instrument rating, so who knows?

At some point someone needs to tell them off.

Yeah, like I said, I'm not big on that. Non mechanics can do a lot of unwitting damages to things like aileron tabs and the like.

Seriously. My flight control checks are as follows: 1) Immediately after start. Like just after turning off the pump and leaning, while the radios are turning on. I'm not big on hand manipulation of controls, beyond what is needed for visual inspection. 2) During taxi. 3) Just after run up.