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skydvrboy last won the day on February 26

skydvrboy had the most liked content!

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About skydvrboy

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  • Birthday November 28

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    New Cambria, KS
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  • Model
    67 M20F

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  1. Formation flying saved me a couple knots too. I had no idea my step wasn't retracting until looking at some of my formation pictures and seeing some little thingy hanging out between my plane's wings. Quick easy fix and picked up a few knots, not to mention the retractable step is stinking COOL!
  2. I can. I consider myself a very intelligent, well educated individual and I KNOW that I am utterly clueless in understanding how to make friends and influence opinions. I say stuff ALL THE TIME that rubs people the wrong way and I have NO CLUE that what I said would have that effect. However, since I'm aware of that shortcoming, I try hard not to say stupid stuff that will offend people to the point that they don't listen to my ideas. As a result, I typically don't respond to threads like this and just move on to one of the multitude of other great topics on MS. That said, I Mark Ford (not hiding behind my screen name) agree that we should keep ALL politics and "hot button" topics off MS. I also think we all need to do ourselves and our moderators a favor by flagging such content, even that which we agree with.
  3. I'm not a mountain expert, but the first real family vacation by plane was to KCUT in a 150 HP warrior. We were a couple hundred lbs. below gross and it was no problem. If landing on 08, the runway falls away from you at the beginning, so you may float a bit more than normal. As others have said, stay light and watch the density altitude, you should have no problems. As a side, you might want to try no-flap takeoffs at the higher airports. That's what was taught in the mountain flying course I just took. Your takeoff roll will be longer, but you will be able to climb out of ground effect sooner without the extra drag. For reference, we did a no-flap takeoff out of Glenwood Springs (5916' MSL; RWY 3305' X 50') and it worked out very nicely for clearing the trees and rising terrain off the end of the runway.
  4. So is there some requirement to be a Mooney Specific Instructor or is it just an instructor who has a significant amount of time in a Mooney? My instructor certainly wouldn't call himself a Mooney Instructor, but he owned and flew a '67 F, same year, make, and model that I was transitioning into, so I thought that would be sufficient. Also, this instructor list from the Mooney Flyer, is it vetted in any way? At the top it says "If You Are A Mooney CFI/CFII, And Would Like To Be Include In This List, Please Send An Email..." Can any instructor straight out of school say "Yep, I have a CFI and a retract endorsement... I can teach people to fly in a Mooney!" and be added to the list?
  5. Fill out your profile details, specifically where you are located. Someone on here will know of instructors in your area... or perhaps one of our instructors on here is in your area. I wouldn't limit your search to flying schools. In fact, many "schools" are downright terrible places to learn to fly. Most flying clubs have instructors that will teach in the club aircraft. Join the club and you'll have a whole network of other pilots to bounce questions off of and learn from. Another great option is to find an independent flight instructor and rent a plane from a local airport. Or vice versa, find an airport that rents planes and ask for recommendations for an instructor. The smaller the airport... the better!
  6. @Kb Brar You'll see I reworded my post. I don't think this has anything to do with you as the student, but was directed toward the instructor. You can't be expected to learn what the instructor hasn't even attempted to teach you. I've heard far too many horror stories of bad instructors out there that are just milking their students for hours. There is a lot of difference between taking a student for a flight and actually teaching them to fly.
  7. Don't take this the wrong way, but how do you calculate weight and balance before EACH flight without knowing this? I know some are more interested in just going up for a flight than actually learning to fly, and there's nothing wrong with that if that's your desire. But if your goal is to learn to fly and get your license, you should be a LOT further along with 15 hours under your belt. If I were in your shoes, I'd be looking for a different instructor.
  8. I think you'd be better off buying a Chevy Suburban! I fly the F model which is near the top in terms of the useful load and my full fuel payload is 642 lbs. Of course with 64 gallon tanks, I can leave some fuel out and still travel a fair distance. Even if you find an M20C with a useful load of 1050 (I think most are closer to 1,000 and under), you will only be able to put in 41 gallons of fuel without exceeding gross. There are other planes that will fit your mission much better, perhaps a Cherokee 6. On the other hand, if you can cut your gear down to only the essentials, I don't think there is a much better first plane than an M20C. But the "right" plane is one that fits your mission.
  9. Check the very last line on the page. The flying portion is a flat $250 paid directly to the instructor. My instructor was a Mooney specific instructor who previously owned and flew a J model, but currently flew a 182. You will be assigned an instructor based on your aircraft, so your instructor will be familiar with flying a Mooney. The ground school portion of the course was generic to all aircraft types, so some of what you hear won't apply to your plane.
  10. That was part of the training. The worst thing you can do is fly right over the center of the valleys. It leaves you with only half the space to turn around if you need to get out. If you fly close to the windward side, not only do you get the lift, but you turn into the wind if/when you need to escape, further reducing your turning radius.
  11. That is obviously the inner extreme, but we were trying to stay 2-3 wingspans away from the mountains, that jut in and out. If you got too far away, the lift completely disappeared. It reminded me a lot of formation flying, just with slightly more separation.
  12. Actually, the updrafts were slightly more nerve wracking than the downdrafts. When you're flying in the updrafts, you may only be 30' away from the mountainside. The only time we flew through the downdrafts were after we'd already crossed a ridge and by then we needed to lose altitude anyway. Part of the course is teaching you where the updrafts and downdrafts are going to be. As a result, we spent about 70% of the flight in the updrafts, about 25% neutral, and only about 5% in the downdrafts.
  13. Completed the flight portion of the Colorado Pilot's Association mountain flying course. AWESOME. Other than the scenery, perhaps the best part was climbing over a ridge at 13,000' and seeing 1,500' fpm on the VSI. Gotta love the performance of that IO-360!
  14. It seems the manufacturer must have liked your idea and put it to good use.
  15. It is only specifically legal in California, but in several other states there are no laws against it. Further, studies have shown that it it much safer for the rider than staying in lanes. One of the most dangerous accidents for a motorcyclist is a rear end collision. When lane splitting, that risk diminishes significantly and, according to the study, enough to justify a possible side swipe from being in a blind spot.