>>I'm a former Mooney driver with 400 hours and an instrument
rating. I rotate my ES and climb to altitude at 120 kts. I cruise to
my destination and descend to pattern altitude, 100 kts on downwind, 90 kts on
base with partial flaps, 80 on final with full flaps. I don't do low
altitude sightseeing. I don't do low passes. I don't land at tiny
airports. I find another airport if the wind is beyond my
capabilities. I've bought full price airline tickets the day of a trip and
flew in the back of an airliner instead of fighting my way across Northern
Arizona during monsoon season. In other words, I'M A BIG CHICKEN
PILOT!
Granted, I lose some utility, and maybe some fun, but I plan to be
around a long time. Everybody "plans" to be around a long time, I just fly
that way every time. I know that any time I "stretch" my capabilities, it
could be my last flight.<
Mike,
You have described my flying philosophy exactly. Even down to the
speeds at which I operate my ES. Well said. I describe myself also
as a "Chicken Pilot". I use my airplane and its equipment to its
capabilities as they fit my capabilities. I fly a lot of IFR,
some of it "hard", and don't mind doing it at all. Like yourself, I am
into risk management and know that my choices have a great deal of impact
on the outcome of my flights.
I, also, feel we have an advantage with the ES because
of its flying qualities and handling. The airplane at times makes
us look good.
Like most pilots, I believe more is better and there is never
enough. However, I believe, again like most pilots, that I know my
limits and I will stay with the more docile airplane. I envy those with
the high and fast planes but that they are not for me.
Thanks for expressing to the list what I think a number of us
feel. My sympathy is with those who have not been as fortunate as we
have and I hope we learn and are able to make better decisions because of the
shared knowledge.
Jim Scales