jcolgan

Transitioning to stall speed is NOT an instantaneous event on final. Slowing to pattern speed, over the numbers speed and flair are part of the transition. I never said to come in over the numbers at best glide.

It appears we’re just going to have to agree to disagree. With everyone being taught slow flight, there is no control group for comparison on safety outcomes. Every year stall crashes occur after slow flight and stall training, practice, BFRs etc. Transitioning through the realms of flight where stalls can occur as quickly as possible while being aware of and leery of the hazards involved seems a more prudent approach to me than getting comfortable flying in those realms.

Transitioning between best glide and stall is a necessity for landing, on or off field. Continuous flight below best glide expends energy faster than necessary. Burning off energy with flaps, gear down, speed brakes, step extension, (if desperate slips) are acceptable methods. Flying along in a mush seems a poor choice to expend excess energy. Maintain best glide speed until transitioning to stall speed before touchdown/impact. Unless, of course, you are in a short landing competition or flying into St. Barts, then mush away to your hearts content.

Any flight below best glide speed engine out is less efficient. Managing limited energy doesn’t require speeds near stall. When about to impact terrain slower landing speeds and configurations are warranted. Every pilot has had slow flight and stall training, and pilots still stall and crash. The training doesn’t work well to prevent that outcome. Getting pilots comfortable with slow flight and stalls reduces their wariness of being in that realm of flight. Perhaps I have overblown the danger in my mind, but that keeps me focused on the danger of low stalls every time I land. It’s part of my landing areas of focus, every downwind to base and base to final turn I make I am thinking about airspeed, flaps, and bank angle. Even when crosswinds are challenging, passengers are in distress, or equipment has failed. I think fewer crashes would occur if pilots were less comfortable with slow flight and stalls.

Don’t have anyone to flirt with to distract me.

I can fly them. I just don’t think it is worthwhile. Nor can I think of any times I would absolutely have to fly slower than I prefer. Divert, change plans, adapt. Training used to require spins, but that was abandoned after it proved dangerous. The standards can be changed, but until they are I will comply while believing the slow flight portions are not helpful.

Don’t have to fly the requested 360 at a speed near stalling. Stall avoidance should be practiced and hammered home in training. Slow flight, in my opinion is over rated and unnecessary for safety. Of course my opinion is of no importance whatsoever.

The slower traffic will be affected by the same winds. Won’t have to be near stall speed to avoid closing the gap, or I will exit the pattern. Not a convincing argument.

No offense taken. Not afraid of stalls or spins, just don’t want them done in my plane and they are easy to avoid. Slowest real world flying I’ve ever had to do was following slower traffic in the pattern. What is the point of practicing flight slower than that? Why practice flying slower than I ever intend to fly? What real world scenario would use skills acquired from that type practice?

Went and did two day spin training in a citabria. Safe and effective. I avoid spins in my Mooney by avoiding stalls. Loathe slow flight, want to recover at first buffet during BFR. One instructor got exasperated, took controls and full stalled my Mooney. Broke left and was going straight down in a heart beat. After recovery acted like it was no big deal. Never flew with him again. I see no reason to get close to a potentially non-recoverable situation for training purposes. Slow flight, stalls and spins in a high wing Cessna, no problem. In a Mooney, no thank you - I’ll pass.

I have done owner assisted in the hanger and would do it again if that was necessary but would prefer to pay somebody else. Time is precious and I am slow.

The shop on the field I have used for over 10 years has changed hands. The new shop may well turn out to be fine, but it is un-nerving to put my plane in for an annual as they have told me they have limited Mooney experience. I am in north Alabama, just about dead center. Airport is KDCU. Anyone know of Mooney savvy shops or individuals near me? My annual is not due for 9 months, but it is never to early to start worrying about the next one. I am in a private hangar and have jacks and tools, will just need a qualified inspector.

Thanks, but I found and bought a remanufactured unit just about an hour ago.

My Delco-Remy starter, part number 1109519, has failed. The leading bushing (by the flywheel) failed and deeply scored the shaft before giving any sign of a problem. That was easily accessible, probably should have put a drop of oil on it once a month. Anyone have a serviceable replacement? Parts manual says it is a 1109689.

Dive tanks are filled with compressed air, not pure oxygen.