Skates97

I would love to join you but I'm flying to Idaho again that weekend.

I can't claim credit for these, someone else gave me the links, but this is what I used. Antenna Connector- http://www.ebay.com/itm/322249785947?_trksid=p2060353.m2749.l2649&ssPageName=STRK%3AMEBIDX%3AITADS-B Antenna- http://www.aircraftspruce.com/catalog/avpages/monopole11-13561.phpPuck Power Line- http://www.ebay.com/itm/151569060902?_trksid=p2060353.m2749.l2649&ssPageName=STRK%3AMEBIDX%3AIT I already had a place in an inspection/access panel under the plane where an antenna used to be so it made for an easy place to have it mounted. It is tucked in behind the panel and like lamont's it comes on with the master switch.

I didn't fly anywhere today but did spend some time out at the hangar working on a few things. I also added a flag today which I've been wanting to do for a while. I put a new flag on the house and moved the old one to the hangar.

Just waiting for the fireworks to start. So grateful for all the men and women who have served and sacrificed so that we have our freedom. Life, Liberty, and the Pursuit of Happiness, endowed from our Creator. We all know the Star Spangled Banner, but I love the fourth verse. O thus be it ever when freemen shall standBetween their lov’d home and the war’s desolation!Blest with vict’ry and peace may the heav’n rescued landPraise the power that hath made and preserv’d us a nation!Then conquer we must, when our cause it is just,And this be our motto – “In God is our trust,”And the star-spangled banner in triumph shall waveO’er the land of the free and the home of the brave.

Congratulations! Sounds like a great first long distance trip.

Well, there's the letter of the law and the spirit of the law...

I trained out of a very busy Class D airport. Often on a Saturday they would split the R/L runways on separate frequencies to handle the volume. There were a number of occasions while doing pattern work and touch-and-goes that the tower would extend out my upwind or downwind to accommodate other planes that were arriving, departing, or entering the pattern. I have had them deny the request for a touch-and-go because of traffic and have also had them only approve a touch-and-go or go around, again to accommodate other traffic. Never once heard them tell someone who had called in to hold somewhere because of traffic in the pattern. I was also on with SoCal Approach a number of times arriving at the airport and never once had them give us a hold for traffic in the pattern so it's not like approach was placing people in holding patterns instead of handing them off to the tower. I'm sure someone will correct me if I'm wrong, but isn't it the job of the tower/ground to provide sequencing? When did it become the pilots job to be aware of the corporate jet and or other normal flight somewhere out there and decide "Hey, I think I'll land and taxi back so that guy has a chance to land." And, before I get accused of the "it's all about me" line, I have made changes to my approach to accommodate other planes. Recently extended out a downwind in the baking sun in St George (non-towered) to allow a regional jet to land ahead of me. I was already in the downwind but he wanted to make a straight in approach. It put me in the air a few more minutes, I think I lost an extra pound of sweat. I think my call was "I'll extend out to let you go in first" and got a "thanks" from him.

Fly into West Yellowstone and check Montana off the list.

"If" that happened then I would assume that there would be discussions involving the school, the folks in the control tower, probably the insurance company, investigations into what was happening, etc... We could go around and around with all kinds of "what if" scenarios. None of them are going to change the fact that some people like to do (and safely perform) touch-n-goes and some people don't. Some instructors, and yes even some DPE's encourage them to be done. I did three on my PPL check-ride. One was going to be a short field landing with a stop and go on the runway followed by a soft field take off. While we were on final he changed his mind and told me to do it as a touch and go so I did the short field landing, configured for a soft field take off on the roll (keeping back pressure on the yoke), and then performed the soft field take off. The only full stop landings I did on my check-ride (if I remember correctly) were after I had demonstrated all the necessary landings and was getting set up for my cross country, and the last landing at the end of the check-ride. Many of the same people saying you should never do touch-n-goes have no problem at all flying in IMC in a single engine plane. Yet flying in IMC presents increased workloads and higher risks. Why not just stay on the ground and wait for clearer weather? I'm guessing it is because they have trained for it, acquired the skills, done a personal risk assessment, and decided it was worth the risk to fly in the current weather conditions. Good for them, I'm not going to tell them that they are making poor choices that may result in an accident or death, or my insurance premiums going up, that was their personal decision. My DPE (who had me perform touch-n-goes on my check-ride) recently retired after decades of commercial flying. I think he probably has as much experience or more than most of the "seasoned airline pilots" on this board. He told me he doesn't fly extended IMC (as opposed to just punching up through the marine layer here or descending through it) in a single engine because there are "too many things that could go wrong." He had no problem at all flying extended IMC in the 737's that he flew but that was because he "had a lot more going for him" in those planes. However, he didn't lecture others against flying single engines in IMC nor tell them they were taking unnecessary risks that would result in accidents.

The CFI that was doing my pre-checkride phase check or whatever you want to call it told me during our flight that for his CFI Checkride the DPE had him do the same thing. Land, keep the nose wheel from touching, and take off again. It was all about demonstrating control of the aircraft to the DPE. Every now and then my CFI liked to land on the long runways at Chino and hold the nose wheel off while rolling 3,000+ feet down the runway before letting the nose down and exiting. Why? Demonstrating control of the plane (plus it was a lot of fun). In regards to the horse, it seems that they get resurrected from time to time on different aviation boards just so they can be beaten again... There have been comments from others in the thread about the elevated risk and even mentions about insurance companies not liking them if I remember from the 6 pages of posts... I filled out insurance applications with three, maybe four different brokers/companies when I got my plane. None of them asked if I would be performing touch-n-go's, none of them quoted a higher premium if I would be performing them, none of them put any exclusion in the policy to practicing them. All of them did have requirements for transition training as well as minimum requirements for the open pilot warranty endorsement. I am fairly certain that if there was such an elevated risk that the insurance companies would address it in their policies. They are in the business of risk management.

I'm confused, a touch-n-go is not a normal landing? When I am performing one I am landing the plane the same as if I was intending to stop. I am configured for a normal landing and execute it that way. The only difference is that instead of rolling along and applying brakes to exit the runway onto a taxiway, I am rolling along and then applying power which allows me to exit the runway back into the air. I could do it either way, and have on more than one occasion intended to perform a touch-n-go while on final but decided after touching down to make it a full stop taxi back instead. When I am practicing touch-n-gos it is to work on landing technique. If I am practicing go arounds I practice them instead, they are a different animal.

Over 1400 nautical miles flown, another state (Idaho) checked off the list, three new airports visited, met two Mooneyspacers ( @astravierso and @1964-M20E), and the first trip long enough that I had to stop for fuel before reaching my final destination. It was a great Idaho Adventure on Father's Day Weekend. Idaho Adventure Here's video from one leg, there are a bunch more videos, a whole lot of pictures, and the write- up on my website.

With 12k you will have plenty of runway to work with and I'm guessing at that length it is nice and wide so the odds of you drifting too close to the edge are very slim. Just take your time, you will have plenty of it. Make sure you are tracking right down the center-line before adjusting trim if you choose to do that before advancing the throttle. Although as some others said even if you have full up trim you shouldn't have a problem holding enough pressure forward to keep from pitching up and stalling at the slower speed that you will be taking off at compared to a go around. What if your flaps don't come up when you are performing a regular take off? What if your flaps get split on the way up when you are performing a regular take off? Is there a greater chance of that happening on a touch-n-go than if you land, taxi back, and take off again? The couple of times I have had to go around I have found that it is more complicated and involved than a touch-n-go but I don't hear the same arguments against practicing those. On a go around I'm going faster so the addition of power with full up trim is much more noticeable than when I am rolling along at 50-60mph and add power on a touch-n-go. On a go around I am stopping my descent and beginning a climb without the benefit of having performed a landing first, all while still retracting flaps, adjusting trim, and retracting gear. Figuring all of that out is exactly what has to happen between 5-100' off the ground when performing a go around, but again I don't hear people making the same arguments against practicing go arounds as they do against practicing touch-n-go's. For having the name "Complex" I have found that my plane really isn't that complex.

It has 52 gallons but I can only put 22-23 in the right side or I start to get a little seeping out of the weep hole at the frt inside edge of the wing so I am really working on 48 gallons. At 9,500' cruising at 2,400rpm, right at 20" MP, and leaned to about 100° ROP (according to the one sensor I have) I see 8.3GPH. I need to do more testing to see what it is in climb and higher/lower but I plan for 10gph over the course of the flight and it comes in a little below that. I am typically flying at 9,500' or 10,500'.

Go someplace with a long runway, around here there are quite a few that are 100-150' wide and 7-10,000' long. Get yourself set up with take off flaps for the landing. With a strip that long you have plenty of time so after you are on the ground and lined up on the center-line just let it roll along and you can adjust your trim a little and then slowly advance the throttle. After you have done that a few times you will feel more comfortable with advancing the throttle sooner after getting on the ground and the amount of force you need on the yoke to hold it while you adjust the trim as you start your climb. Find a friend or CFI with Mooney experience to go with you and help out if needed. When I was safety pilot for @MHemperly while he shot approaches he finished off with a touch-n-go at my home base (used to be his home base too) of Corona with its 60' x 3,200' runway. At the time he mentioned doing it I thought "That's crazy in a Mooney on such a short runway." But he was as smooth as could be and it was a complete non-event. I was impressed.

If you haven't done any really long flights I would slowly stretch it out and see what you are comfortable with. My personal "comfort" is around a 3 hour leg and I can do a couple of those in a day. As time goes on and I get more experience I think about 8 hours of flying in one day will probably be where I max out at. In my plane I can do 4 hour legs and still land with at least an hour fuel reserve which is my personal minimum, but 4 hours feels like a long time in the plane. So far the longest that my wife has been in the plane is for 2 hour legs. Coming up we are making a 4 hour flight, we'll see how she feels about that after it's over.

60° descending turns are great for losing altitude in a hurry. You must have more adventurous passengers than I do... I'm not sure any of my sightseeing passengers would be comfortable with them. I usually try to stay at 30° or less on those trips.

Going on a long cross country this weekend so took my son out to the airport last night to look the plane over and take a short flight so that if anything looked amiss I would have a few days to take care of it. We have a VFR planning chart on the wall at home where I have blue pins for every airport I have landed at. If my son has been with me they are red pins. I asked if he wanted to change out one of the blue for red so on we made it a short flight from Corona (KAJO) to Riverside (KRAL) because he hasn't been there yet. I asked if he wanted to do a touch-n-go at Riverside and he was excited to see what it would be like. Two pumps of flaps for the landing (15° take off flap setting), once on the ground, eased the throttle back in and was in the air quickly, gear up, rolling the trim forward, flaps up, not a big deal. The 5,400' runway was probably about 2,000' more than I needed. I realize that it is different in the long bodies and the electric gear and flaps probably play a part of it. However in a short body with a Johnson Bar and manual flaps it really isn't difficult or complicated. As others have said, I think it is something that people should be able to do. I don't do them on a regular basis but it is in the tool box. There isn't anyone keeping track of Hobbs time to charge me for time in my plane, but last night it shaved some time off the flight and when we got home my son pulled a blue pin off the map and replaced it with a red one. And although I didn't do my primary training in a complex plane, I am constantly trying to do "some kind of training" in my Mooney. Even if it is just flying around for fun I am trying to become more precise in my control of heading/altitude, and every landing is a challenge to make it better than the last. Constantly trying to get a better feel for the plane and the way to control it and make it do what I want it to keeps it interesting and fun.

I cycle it once. I slowly pull the prop knob out keeping an eye on the oil pressure. As the oil pressure starts to drop I can hear the change in the RPM's and a quick glance at the tach as I'm pushing it back in confirms that. That confirms to me that everything is operating as it should.

In my experience having more than take off flaps made climb performance worse. In my transition training my CFI had me do a takeoff with three pumps on the flaps, so maybe around 22-23° or so? (Two pumps is 15° and 4 1/2 is 33°) It was on a 7,000' strip and he wanted me to see what it would do. We came off the ground quickly, but it did not want to climb at all. Once I flipped the lever up to retract the flaps we started climbing normally. It seems that somewhere past the regular 15° take off flaps climb performance degrades.

My schedule is fairly packed right now with spare time being taken up by some long flights to UT and ID in the coming weeks. However if you are still looking for a ride in August I could probably swing down that way. I am at Corona so it's only a short hop. I have a 1965 M20D which was converted to CS prop and retract making it essentially a C.

Ah, see I'm thinking like a landlubber and not taking into account the effect of the wind on the water...

I'm thinking if the deck is clear, let's say there is a 25 knot wind and the ship is moving into the wind at 25 knots, that gives a combined 50 knots. You might not even need to use your brakes to stop...

If you throw in in bailing wire and duct tape I think the answer is "anything."

I haven't had any really rough stuff yet, but my dad told me the story about the worst turbulence he was ever in during his Air Force days. They were giving cadets from the Academy rides in T-38's. He said as he was coming back from the west over Pikes Peak they began their descent and he lost complete control of the plane, helmet banging off the canopy, and just along for the ride. They were eventually out of it and he regained control. After landing and look back toward the peak they could see rotor clouds that weren't there before, or they hadn't seen coming from the direction they were. There were paint marks on the canopy from where his helmet had banged into it and analysis showed that they had over-stressed the airframe both positive and negative G's. They also canceled the rest of the flights for the day. He has other stories about rough stuff flying HC-130's in Alaska around the mountains and canyons there looking for downed planes, stranded hikers, etc... but said nothing compared to that flight in the T-38.