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What a deal I got! After I bought the Seneca II last spring I went rummaging around in the map pockets and came up with a Nonin Pulse Oximeter that was "dead." Turned out, all it needed was fresh batteries. The old owner didn't ask, and I didn't tell -- finders, keepers! It works perfectly now...

Point well taken re. TC vs. non-TC Barons. And one's perspective DOES change with ownership, as I am quickly learning.:p TC'd or not, my wife will be getting her AMEL in this aircraft because...well...it's the aircraft we have. (Now, honey-darlin', we'll just go real easy on them hot mommas. No...

Please explain: (1) In an earlier post you suggest training in a GA-7 (relatively inexpensive), but for "rating only." Now you think it's better to train in whatever he's going to fly? (2) The Seneca is "a lousy trainer," you say, but in a later post you nevertheless suggest that he buy one...

Let me try to clarify (and correct myself). The normal progression is from PVT ASEL to COMM ASEL to COMM AMEL. This is for a good reason: If you step outside that progression, say to get a PVT AMEL before getting a COMM ASEL, then you are faced with 2 COMM checkrides later -- one for ASEL and...

I knew your grandfather when we were both pilot examiners in the Wichita district! (I later went to the FAA as an ops inspector.) Tell 'im hello for me, and congrats for keeping the flying bug in the family. ej

The Seneca is a great trainer, but keep in mind that it has counter-rotating props. You won't get the critical engine effect that you get in other multi's -- if that's important to you. If you intend to fly multi's that don't counter-rotate, you should get some exposure to the difference. ej

Well, if it feels right to you then you've made a good choice. There are more fun ratings maybe (seaplane), and ratings that build more confidence (glider), but there are no ratings other than CFI (which isn't technically a "rating," anyway) that are more important to your professional...

No truer words have ever been spoken. Pick an obscenely calm, clear morning when the dew is still on the grass. Tell him or her s/he's about to see the planet from God's point of view, hide a sic-sac in your shirt pocket (always at the ready!:D), and make no turns in excess of 20 degrees of...

The numbers I quoted are from the Seneca II manual, and are fairly conservative since, for example, it's unlikely that you'd be at max gross at cruise altitude on the average trip. Nevertheless, it pays to view charted numbers with a healthy dose of skepticism: They're for a new airplane with...

Mmmm, maybe. Theoretically, a loaded Seneca should be able to maintain a 100 fpm climb at 50 degrees F at 10,000 feet. Not award-winning, I'll agree, but enough to maintain most of the MEAs around here. Anyway single engine performance is supposed to give you options for approach and landing...

You want advice, so here's mine: Upgrade to Com'l ASE before you go to multiengine. If you don't, you'll be stuck doing another Com'l AME check after you've done Com'l ASE. Don't try to do your first Com'l in AME, 'cause you'll have to do all that airwork stuff that's harder to do in a twin...

Rudy, I noticed you're from SE Kansas. Who was your pilot examiner (and how much did you have to bribe him?) ;-) ej

When Lindbergh crossed the Atlantic he chose a single because, he said, a twin would double his chances of engine failure. Mathmatically, he may have been correct, but that was in the days when single engine ops in a twin was no less likely to end in an unscheduled off-airport landing than...