skydvrboy

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About skydvrboy

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  • Birthday November 28

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    markfordksu@yahoo.com

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  • Gender
    Male
  • Location
    New Cambria, KS
  • Reg #
    N441WS
  • Model
    M20F

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  1. skydvrboy

    AND THE WINNER IS

    Wow, that turned out VERY nice! Well done bonal.
  2. Isn't this really the way you should land any plane, not just a Mooney? The way my instructor put it, "Aim for the runway and miss for as long as possible." I know I'm a pretty new pilot, but in my 400 or so landings, I can only think of two landings where I bounced, once before I got my license and once in the Mooney. Float, yes; balloon, occasionally; bounce, nope.
  3. skydvrboy

    Starting my M20F

    There are a lot of complicated procedures out there. Mine are very simple. I run the engine to 1000 - 1200 RPM and shut down with mix. Cold start: don't touch throttle, mix full rich, fuel pump on (3-5 seconds summer, 5-7 seconds winter), crank, fires on 1st or 2nd blade. Hot start: don't touch anything, crank, fires on 5-6 blades, slowly advance mix I will say it was a lot different before the A&P properly adjusted my idle mixture.
  4. skydvrboy

    Palo Alto Crash 9/4/2018

    I nearly got myself in trouble once early on with the Mooney when I went into an airport solo and picked up two adults (400+ lbs) who both wanted to ride in the back. I calculated that I was within weight and balance, but forgot to retrim before takeoff. I had a surprisingly early takeoff at low speed and it took everything I had to push the nose down until I could get trimmed up right. I know that doesn't exactly apply to this situation, but very important to retrim if CG changes.
  5. skydvrboy

    Landing a Mooney - Safety Culture

    From what I've seen, they are practicing many different ways to shoot the ball (although they all have similarities). They are practicing jump shots from a dribble, from a catch, fade away shots, teardrop shots, layups, dunks, up and under's, etc. Granted, none of that is necessarily trying something new, but rather perfecting a technique they have been taught for each different shot. Each one adds another skill to their bag of tricks to pull out when needed. I think the same would apply to practicing takeoffs and landings. Every takeoff and landing has similar elements to it and a similar feel, but I think that in addition to a normal takeoff and landing, we should practice crosswind, no wind, short field, soft field, power on, power off, full flap, partial flap, no flap, etc. Again, not trying to learn something new, but perfecting techniques we've been taught for each. Each one adds another skill to our bag of tricks to pull out when needed. Unfortunately, every time we deviate from our "standard" landing to practice another type, we are adding an element of risk. Is it worth the risk for the skills that are developed? Answers may vary.
  6. skydvrboy

    Landing a Mooney - Safety Culture

    I get your point, but I learned long ago that anything mechanical can, and will, fail, so you need to be prepared. Whether that is having a redundant system in the plane or training for the failure, a contingency plan is mandatory. I think there is a very good reason instructors cover instruments and "fail" parts of the plane during training. However, not all training needs to take place with an instructor sitting beside you. I'm pretty sure Micheal Jordan practiced jump shots occasionally without a coach present. That said, if I'm doing something new or something I haven't practiced in a long time, I'm calling my instructor to see if he wants to go for a ride.
  7. skydvrboy

    Landing a Mooney - Safety Culture

    This comment was NOT directed at you, or anyone else in particular. I'm sorry that I offended you, I didn't have any specific post in mind when I wrote that. Just a general observation that in order to improve our skills, we have to introduce a measured amount of risk to test limits, too much risk and we become a statistic ourselves. Also, with respect to ADM, it is absolutely an invaluable tool to use, both before and during the flight. It can get you out of, or prevent you from getting into, many bad situations. However, it's not a silver bullet that can make up for poor stick and rudder skills. I know I personally struggle with the macho attitude, thinking I can handle this, so I constantly have to tell myself, don't take unnecessary chances. I was recently invited to a fly-in at an airport with a 1000' runway. All of my old training buddies were going with their cubs, pacers, and home builts. At first I thought, I can do this, I can stop and take off in 900' just about every time. Then my ADM kicked in and said, hey stupid, what about the "just about every time" did you not get. Not worth the risk. Landing on a 1000' runway is a lot different than only using 1000' of a 4000' runway from a risk standpoint.
  8. skydvrboy

    Landing a Mooney - Safety Culture

    It seems there are two very distinct views represented here on what makes for a safe pilot. One school of thought seems to be simply avoid any situation that adds additional risk, fly every approach the same, and rely on their superior ADM skills. On the other hand are those that think constantly pushing themselves to improve their skills is the better approach. Frankly, the first type of pilots scare the hell out of me and I think they are a statistic waiting to happen. Can you handle the unexpected when it happens? If you're flying over a forest and your engine quits, can you land on that 3000' strip with tall pines on either end or is "don't fly over forests" part of your ADM process? If your flaps quit working in flight, what speed do you fly final, how long of a runway do you need? I'm in the second camp and like to challenge myself. If I practice making the 1000' turnoff and make it consistently, I know that 1500' crosswind runway is available when the winds favor it. When my flaps failed in flight, I knew 90 mph approach, 85 short final, and that 2900' runway I was flying into was sufficient for both landing and takeoff. I know those in the first camp would think I was crazy for knowingly taking off with INOP flaps, but having practiced flying without them, it was just another routine flight. After all, flaps aren't required equipment and aren't needed to ensure a safe flight. It's not just stick and rudder that I practice either. I regularly leave the GPS and iPad in the flight bag. Calculate my crosswind correction and time to various waypoints and practice dead reckoning. I try not to ever let my night currency lapse (though it's tough in the summer) and intentionally land with the landing light off on occasion. I think all of this makes me a better pilot for when something unexpected happens, but maybe I'm just trying to kill myself by taking unnecessary risks.
  9. skydvrboy

    Ooops. This isn't Kansas, Toto!

    You wouldn't be the first, nor would you have been the last. There are airports all over in Wichita, the air capital of the world. I can think of 6 without looking at the map, but I know there are a few more.
  10. skydvrboy

    Landing a Mooney - Safety Culture

    I'll throw in my $.02 as a low time pilot with about a year of Mooney experience. When I refer to "on my numbers," I'm referring to a specific number I have in my mind as I fly my approach. That number varies based on flaps, gross weight, and wind gusts. I'll admit, it's mostly a SWAG, but it's my approach speed for that landing that I do not want to deviate from. I also have to agree that most Mooney pilots fly from long paved runways to other long paved runways. I started a thread a while back asking for help with my short field technique and you'd have thought I asked about neurosurgery. There were 226 views, but I only got a total of 4 responses and only 2 of those sounded like they were experienced with short fields. It seems some on here think that a 3000' runway qualifies as a short field. As for landing technique, my instructor told me to aim for the runway and just miss it for as long as possible (on center line of course). I think I count the number of times I've let the nose wheel touch first using only my thumbs. Did I mention I was a low time pilot. As for the poster who asked about slipping the F model, my instructor who flew an F said I could slip it just like any other plane. Although, he reminded me that if I needed to slip it on a normal approach, a go-around might be a better option. If I didn't have the slip in my bag of tricks, I'm not sure I could make the turnoff 1700' past the 25' power lines. Miss that and the runway narrows to 25', so turning around means get out and push!
  11. skydvrboy

    How to wash a dirty dusty plane

    If you can knock your paint off with a garden hose, that paint needs to come off ASAP!!! It is just inviting corrosion to start under the paint. Better to have bare aluminum than loose paint.
  12. skydvrboy

    I flew with FlightChops in Vegas.

    I fully agree, but I doubt that many who complain about the gear being difficult are waiting until cruise to put the gear up. The inner gear doors probably also make a big difference, but again, how many who are complaining have those? My point was that anytime "reasonable" time during initial climb out, it should be easy to put the gear away unless something has changed from the factory.
  13. skydvrboy

    I flew with FlightChops in Vegas.

    I've mentioned on here before, I have no issues raising the gear in my 67F at any speed. I don't know it it's rigged "just right" or what, but I don't do the dip or anything special. My standard practice is to put the gear up right as I leave the runway, but the times that I waited, no problem up to 90 - 95 mph. I've never tried it above that.
  14. skydvrboy

    Thank you

    Like many others, I hadn't heard. In times like this there just aren't any words that are adequate. Sorry for your loss, hang in there.
  15. They're obviously not the only one.