EppyGA
Touchdown! Greaser!
I need Mooney time for insurance. I'm based at LZU. Could I possibly take you up on the offer?
You should definitely meet Lance. Great guy, lots of knowledge.
I need Mooney time for insurance. I'm based at LZU. Could I possibly take you up on the offer?
Lance, thanks for the offer! I will do that... I wish I could get to the breakfast Saturday but, I already have plans. I will hit you up in the near future though!Hi Eric, where are you based? I've got an M20J at Covington KCVC and have a lot of real world time in this type. Come on down, and I'd be happy to do some coaching. This Saturday is our EAA pancake breakfast. Always a good time to get together and talk Mooneys.
The Skymaster was yours?
FTFY, and yes, to fly.
You will be just fine! I think you'll eventually want a mooney. It's a shame more people don't get their ppl in a taildragger. It makes the transition into a mooney, bonanza, etc. A piece of cake. It really does. I went from a champ to a mooney in 2 hours.
I need Mooney time for insurance. I'm based at LZU. Could I possibly take you up on the offer?
And Eric if you do decide you want a mooney, I'd be up for a partnership! I already want one and have not even sat in one yet! I do constantly drool over them on TAP, controller, barnstormers.
Just threw my video if anyone is interested. Gonna try it again Friday. Hopefully with better results!
https://youtu.be/3SGEusW7c-Q
Just threw my video if anyone is interested. Gonna try it again Friday. Hopefully with better results!
https://youtu.be/3SGEusW7c-Q
Why do they paint the panel black? Use light rudder pressure on IFR approaches or it turns into a drunken rodeo slolam event!
Just threw my video if anyone is interested. Gonna try it again Friday. Hopefully with better results!
https://youtu.be/3SGEusW7c-Q
And Eric if you do decide you want a mooney, I'd be up for a partnership! I already want one and have not even sat in one yet! I do constantly drool over them on TAP, controller, barnstormers.
I have serious lust for Mooneys too, and would love to partner into one. At this point, however, I'm still a student pilot with low time -- but I'm working on that!
I live pretty close to LZU (over by Sugarloaf Mills).
Holy Smokes Eric. I watched some of your video. It was tough to hear the instruction because of the blaring radio. (And maybe because the instruction wasn't there.) A couple things jump to mind though. Two comments at the end I have to call TOTAL BS on. I heard "It's not an easy plane to fly" and " Have to manhandle this plane." Nothing could be farther from the truth. This is a Mooney qualified CFI saying these things???????
During your preflight briefing how much time was spent talking about the numbers? This is an easy plane to fly and does not need manhandling if you fly it by the numbers. If you've got the plane at the right airspeed and correct power setting for where you are and what you want to do for the given configuration you are in, it's easy.
Know the numbers. Keep the plane trimmed to eliminate pitch forces. Enjoy the ride. It really is that simple.
I think someone up-thread was saying 65-70 knot approach speeds were ideal? In the video, I heard 90 knot readouts from the CFI while on final. It's possible that most of the issues were the typical energy management stuff. I can't recall hearing the CFI in the video give any direction on proper approach speed.
Disclaimer: zero experience in a Mooney
Keep in mind an approach is a multi step process. 90kts downwind is fine in many circumstances. Start getting the plane configured (this should be a main point in transition to complex; where and when you drop the gear and flaps shouldn't be random events). 80 kts isn't bad on base. As you turn to final get the full flaps down and slow to about 70. Short final/over the fence 65kts works. Pull the power back all the way over the numbers, start to flare, trim-trim-trim, flare some more. It'll settle quite nicely and you'll make the first turn off with little braking. To get those speeds you should know what the power settings are. Adjust as necessary for winds, traffic, weight, etc.
Holy Smokes Eric. I watched some of your video. It was tough to hear the instruction because of the blaring radio. (And maybe because the instruction wasn't there.) A couple things jump to mind though. Two comments at the end I have to call TOTAL BS on. I heard "It's not an easy plane to fly" and " Have to manhandle this plane." Nothing could be farther from the truth. This is a Mooney qualified CFI saying these things???????
During your preflight briefing how much time was spent talking about the numbers? This is an easy plane to fly and does not need manhandling if you fly it by the numbers. If you've got the plane at the right airspeed and correct power setting for where you are and what you want to do for the given configuration you are in, it's easy.
Know the numbers. Keep the plane trimmed to eliminate pitch forces. Enjoy the ride. It really is that simple.
LOL! Believe me, it is hard for me to watch too! We did spend time review the speeds at each leg of the flight however, with my issues with trimming the plane, I lost all focus on anything else.Holy Smokes Eric. I watched some of your video. It was tough to hear the instruction because of the blaring radio. (And maybe because the instruction wasn't there.) A couple things jump to mind though. Two comments at the end I have to call TOTAL BS on. I heard "It's not an easy plane to fly" and " Have to manhandle this plane." Nothing could be farther from the truth. This is a Mooney qualified CFI saying these things???????
During your preflight briefing how much time was spent talking about the numbers? This is an easy plane to fly and does not need manhandling if you fly it by the numbers. If you've got the plane at the right airspeed and correct power setting for where you are and what you want to do for the given configuration you are in, it's easy.
Know the numbers. Keep the plane trimmed to eliminate pitch forces. Enjoy the ride. It really is that simple.
The 90 knot callout from the CFI was on final. There was also one landing where power was still in during ground effect. That's why I surmise that the entirety of the issue is energy management. Which is not to say I'd do any better. I'd probably do markedly worse as a low-time VFR dude boring holes in the sky.
[EDIT] - By the way, I think it's interesting to hear you describe what is basically a typical approach for the ubiquitous trainers. Which I think supports your point that the Mooney is just another airplane, ready to help you land smoothly as long as your energy management is good.