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Coming back from Willmar on 21 March, I too this screenshot. “Crazy busy” might be an understatement.

That wasn’t from too rapid an application of throttle, it was from trim setting it can be managed either by knowing it’s coming and being prepared for excessive force required to push the yoke forward or by not having so much nose up trim to begin with, your choice. I prefer not having so much nose up trim, just in case my hand slips off etc. remember you only have your left hand on the yoke because your right is on the throttle. While I don’t recommend slamming any flight or engine control, it’s just sloppy technique, it can be done without damage

Seems old enough to be of the time they were switching from old valves that would break to sodium filled valves and such. Might look for an SB or AD

Brand new, not installed. Panel upgrade planning changed. $300 obo shipped to continental US. True Blue Power Dual USB-C Charging Port TA202 6430202-13 https://www.mcico.com/truebluepower/usb-chargers/6430202-13 https://www.aircraftspruce.com/catalog/pnpages/11-14940.php

Mid 45 upwind entry usually. Teardrop is stupid as it puts in conflict with the Mid 45 downwind entry people Airport not busy- maneuver for the Overhead Break or for you AIM people the Overhead Maneuver. ya it's in the AIM. Making radio calls of what I am doing for the uninitiated.

I did. Continental CSB09-11A which supersedes documentation issued prior to 11/12/2014. Do you have documentation dated after that date that shows 2200 rpm is approved? This is for cruise power, descent is not affected.

Saw someone do all of his training and get his Private in a C-210, which in my opinion is “more” airplane to handle than a NA Mooney. Guy wasn’t stupid apparently, quit flying before he killed himself and or his Wife. I figure something happened that scared him. Neighbor has a story of a wealthy friend that bought one of the last Mooney’s to learn in, Acclaim I think, turbocharged, had long range tanks put in it to learn to fly because he could make his business trips in it, had to pay someone to go along apparently due to insurance. Got his PP, I guess got enough hours so he could go alone, quit after his second gear up, reportedly saying he had been thinking that if he was forgetting the gear, then likely he was forgetting other things too, that would end up killing him. There is a time honored step program if you will that has you starting in a C-152, now 172, but gradually increasing in complexity and performance, getting your instrument etc., then graduating to a complex aircraft. It works. Look at WWII Military training, they started in Cubs, then moved to Stearman’s, then T-6’s, getting their instrument training somewhere along the way before their tactical aircraft, and we were in a hurry then, killing a few extra pilots was acceptable if it got them in theater quicker. In my flight school I flew four different helicopters before transitioning into the AH-64 In my opinion the biggest reason the Bonanza got the moniker of Dr Killer wasn’t really the airplane, but that the Dr’s back in the day had the bucks to buy one as their first airplane after getting their PP, same I believe back a few years for the Cirrus. That big jump in complexity and speed killed them. Sure some 16 yr olds Daddy’s buy them a ZR1 Corvette that don’t kill themselves, but many do. Most of course would never consider buying a kid a ZR-1 as their first car, but think a complex airplane is OK as a first airplane? So sure some get a Mooney right after their PP and don’t hurt anyone or gear up, but many do, so many in fact that their insurance rates reflect their greater propensity to do so. Insurance companies are experts in risk assessment, do whatever is necessary to keep your rates low and I promise you that you will be a safer pilot for doing so.

A good friend of mine—Chief Pilot on a G550—is looking for a partnership opportunity in the PBI/F45 area. He’s a sharp, highly experienced pilot: meticulous, knowledgeable. He’s seeking either a partnership or a dry lease arrangement for any solid cross-country-capable aircraft. If you know of anything available or are interested in discussing possibilities, feel free to reach out.

Do not spend any money on aviation until you get a valid Medical certificate. Do not train in a Mooney. Never buy a Mooney with the thought of renting it out.

Could be. But I think it's more likely that the term "teardrop" just puts a picture of a teardrop into some people's brains. So that's what they do. Fly away from the runway just enough to get back to it quicky after a descending turn when we are really being asked to fly about 2 miles from the downwind leg as it exists at the time . If we could find a another shorthand, it might help.

Normalize means you can level all the EGT and CHT readings, makes it easier to spot an outlier. Your readings will never be the same across cylinders. Altimeter on the right is probably a secondary indicator, common for those with graphic displays like G1000, etc. Nowadays the G5 or something similar is used as a backup indicator.

Yeah, in flight failure is a very bad thing. My shop reread the AD and said there are 7 different ways the clamp can fail the required inspections and needs to be in practically new shape to pass. I believe mine failed because they found micro abraisions on the outside part of the band. No reason to risk it, I can wait and see what happens with clamp certification and production. Happy to have this resource to share info,

What do you mean by normalized?? Also I see some installs with altimeter over on the right I think it is more important than the engine monitor. All have a great day.

Ultimately, this is the failure of the "quick" CFI (ones just building hrs to run off to the airline.) Not explaining the actual procedure. Many of which didn't learn correctly themselves as when are they going to need that information with the airlines. Also, to blame is foreflight. Many of those software engineers, and I have worked with them, are not pilots and do not understand.

The m20c was my old plane. Gus (mooneymite) actually texted me about it. I hope it can be repaired and not salvaged. It was a sweet plane. I always felt it was one of the nicest C models out there.

This is my personal gripe. Rudder use was NOT taught to me correctly. It ranged from "..just leave your feet off of it, the plane knows how to fly better than you.." to "..put pressure on both pedals for better control and stability and tap dance to hold control..". Not to mention it took one instructor quite a bit of time after receiving my license to point out that I'm overcontrolling in bumpy, gusty conditions with ailerons and that at most light pressure inputs are necessary but unless a severe upset happens a bit of rudder pressure to the top wing is all that's needed. The realization I gained is that flying is more analogous to driving a boat. Too many people want to drive it like a car. We are not on wheels on a road. We are in an ocean of a liquid and we steer by playing with aerodynamic forces pushing control surfaces against that liquid. It's not always possible to steer precisely and keep exactly wings level or holding a precise heading. It just isn't. Like it isn't driving a boat in less than clam seas conditions. A certain amount of bobbing and ebbing just can't be avoided. And too many people jumping into learning to fly a plane were never beaten out of their habit of wanting to fly like they want to drive their car - me included. I'm most upset at my instructors who didn't catch this sooner. Foolishly I've seen many many youtube videos of people flying before I personally ever set foot in a real cockpit. And I picked up on the aggressive yoke jerking that most youtubers do to keep wings level in less than clam sees conditions. So I copied what seemed good technique. It resulted in severe over controlling on my part, especially in landing flare and in bumpy or crosswind conditions. It took one particular instructor (who also teaches some other bad techniques - so nobody is perfect) to finally show me that you can hold the ailerons perfectly still and just apply a bit of top rudder when a wing rises slightly and due to it's positive dynamic stability the 172 settled down on the runway bobbing and ebbing from left to right but miraculously landed right on the centerline despite the bumpy gusty crosswind. It was eye opening and has changed my flying since. I don't try to drive when I fly anymore. If it's bumpy I just hold the ailerons perfectly still and I let the plane bob and ebb. I keep the general heading and general altitude of course but I do so by being well trimmed and just using a bit of rudder pressure. For me that absolutely makes the rudder a friend. And although my eye opening moment was in a 172 I can confirm it works just as well in the Bravo. Now things might be a bit different at very high speeds approaching Mach 1. Perhaps then even rudder pressure is excessive. I don't have the slightest clue. But I know what works at our speeds. And besides, aggressive control input, be it rudder, aileron or engine controls are never a good idea and is just poor airmanship. So I say: It's a boat in the sea of air, sometimes we can't do anything but go along for the ride and aggressive inputs are just going to make it worse. Keep your input to a pressure only and trust the boat's design to get you through. p.s.: I'm a low time PPL, so what the hell do I know

I fell asleep after first paragraph. What exactly are you asking, and are you a person or a bot?

I'm really confused as to what you're already done, and what you're trying to accomplish? For clarity, do you have any flight training logged? I'm reading that you haven't yet started, but are looking at complex retract to purchase as a trainer for you to get your PPL in, but put into some sort of business entity to try and get a tax advantage, and maybe/probably not try to rent it out, and when you get 500 hours then go out and buy another plane. If this tracks my feedback below, otherwise ignore: Do not buy a Mooney to train in. Do not buy a plane to start your training - start your training first, when you get past solo then start thinking about buying a plane. Have > 100 hours before you think about buying something fast. Decision making is a skill that you have to develop when flying. Staying away from unnecessary risk and situations that can kill you is a great place to start. My $0.02 - take it or leave it.

You are wrong. 30" and 2,200 RPM is an approved power setting 26" and 2,200 RPM is an approved power setting Also, 25" and 2,200 RPM is listed as minimum descent power I suggest you reference the documentation

Share about the most consequential situations a checklist saved you? What did you miss and what would have happened if you didn’t catch it thanks to the checklist? Or what regrets do you have from situations that could have been prevented through checklist use?

So I take it in principal from hr 1 is doable in your experience IN Mooney (all things including insurance considered)?

Nice - IDK how forum here works will PM you sir

Mooney insurance for a student pilot is sometimes attainable but more difficult to obtain in California. I don't know where you are. As a CFI and insurance agent, I don't recommend a Mooney for a student pilot. Buy any Mooney you want right after getting your private pilot certificate.

That's a long flight from Luxembourg.

just buy the plane you want now, save yourself the headache. mooney, esp c-j aren't esp more difficult to fly then a 172, arrow, archer whatever, plus you'll have all that time in the plane with a cfi right next to you.