Pete M

I do falling leaf stalls with my students to teach rudder control when stalled or near stall. Everything i've done that in porpoises to some degree. I also do the "hover down the rwy" thing with students someone mentioned doing in a 727. Now that would be a hoot:) Teaches good cross wind control:)

Dont how to say this without sounding disagreeable but it is all about the number of turns. At 2 or 3 turns the airplane's path becomes more vertical (flat) and thats where mooneys get into trouble. Airflow over the rudder and horizontal stab gets reduced making recovery problematic. At least thats my understanding from bill wheat as printed from a source i no longer remember.

5000 given in prop planes? Damn few. 5000 given in mooneys? Probably near 0.

In a prop plane always pull power. I dont care if the nose is straight up. Pull power, push. The nose will drop into the relative wind. Its the power that causes rotation. It is different than what is taught in unusual attitude recovery. Thats why i teach it. Its amazing how many experienced pilots will shove power in because the manuever started out nose up. As soon as they do the airplane drops its wing and we're off to the races:) You must break the stall, reduce aoa below crit aoa before adding power. A 0 g airplane will not stall, the nose simply drops. No stall, no spin...unless ofcourse you have power. Then its a carnival ride:)

Spins dont happen by accident. They require specific control inputs to maintain. Spin entry's that become high g spirals happen by accident. If your mooney drops a wing and begins to rotate pull power, lower the nose( its probably point down anyway. Always push to break the stall)) and level the wings, raise nose gently. Mooney spin entrys are very abrupt and disorienting. Keep in mind, power makes her spin. Pull power and she'll do what ever you want. A 3 turn developed spin will go flat and you may not recover. Near the end of training i teach all of my students how to recover from an intentional spin entry (in a cessna). Its easy and desensitizes them to the unusual attitude so they dont freeze up if they ever have to recover in anger:)

Adsb...

If you're running at 65% power or less it won't matter. Leaner is cleaner. It may take some fiddling to get smooth lop operation, gamijectors ect. For right now run reduced power for cruise and learn the airplane. Do a bunch of instrument work. Instead of running the engine hard to go fast look for the tas gain from altitude. 10 to 12k should work great. Above the cloud bases is always smoother. Cht's 325, 350 in cruise are fine. Its usually the climb where things get hot. I dont like my cht's much over 400 anytime if i can help it. I dont know what green range is on your plane but top of green is usually too hot for my liking.

Not just no, but hell no...

Yes, left about 5 weeks ago. I have a 7 and 10 year old down here in Gainesville. They made it very clear that they would no longer tolerate daddy working in nj:) i am permitted to attend airline training only in as much as I return every two weeks to take them out for happy meals and participate in the daily required online remote gaming experience of their choice. They negotiated quite a contract:)

Call Adam over at ocala aviation. They have 2 E models he's been teaching in for years. I'd do it but I'm off to arizona for 4 months. Pete

Ya know, ya gotta do what works for you and your students. If it helps you to put labels on things i'm certainly not gonna tell you you're wrong. I would submit that it would be better if both students did some reading before flying regardless of brain type. Its just that some will and some wont. Highly analytical people will draw you into long discussions about details they dont really understand and will lose themselves in it. It doesnt help, it just confuses things and they confuse themselves. I don't take the bait. It's never a bad idea to get into an airplane early on, extensive discussion or not. Lets actually see what we're talking about. Flying is always big picture first, details later. There is a proper way to think about flying. I teach that, regardless of brain type or any other psycho babble that people make money with by selling books. I'm not saying there isnt some value there but its a rabbit hole that leads to diminishing returns.

I had a nice set...rocky mountain? Anyway, hate to say it but i took them off. Made the plane feel cramped. I'm 5'10" 185-200lb. If you're smaller, might work for ya.

You can minimize the loss or even make some progress by visualizing/chair flying:) For ifr, get in you're sim at home (you know, cause we all have one:)) Waitin' on ya to come back bud:)

Good Lord:) So, you're going to id what type of learner he is, in 2 or 3 hours a week, while you're busy in an airplane and apply the "right" methods to his learning style? Ya gonna do a psyche screen? Maybe get a panel of shrinks together who likely wont agree on what kind of a learner he is. There's what you read in books, then there's the real world. It's not science. It's art.

That's, um, disingenuous at best. Would make a nice blurb on atp's marketing brochure though. I've flown with many dozens if not hundreds of students. Some are ready in 50 something hours, some take well over a hundred, and by well, I mean 200+. Same instructor, same methods. The psychology of the student and their aviation processing abilities dictate their rate of development. I've flown with recent ppl achievers who have no business being alone in an airplane. Passing a ppl checkride is a small piece of it. Not sure why training at a towered field would make much if any difference. I've taught out of both. If my student isnt comfortable flying into a towered field they dont solo. Towered ops are part of the solo far, are they not? My boss came to me recently and told me my average for student completions is significantly lower than they've ever had, and they've been in business for 40 years. I thought he was mad. Revenue thing:) The owner of the airport sent his daughter to me because she was stuck and he knew i'd get it done. I know of which I speak. Average student, in a mooney, safe in 60 hours? Not likely. You want to quantify the risk involved? Look at the insurance premiums. Thats their job. Thats what they do all day long. That will tell you all you need to know. One of my students is buying an f. Cant get insurance at any price...yes, i called parker:) I've trained people to engage in high risk activities for 35 years. Training people in higher performance airplanes doesnt make better pilots, it makes worse ones. I'd train people in a j-3 if i could. The fundamentals get lost and they spend so much time behind the plane it creates an out of control feeling and fear. Remember "effect"? Fear kills pilots, plain and simple. The reasons against it go on and on...damn, I really didnt want to write a book about this...

I learned in my e model. As a full time cfi i would tell you Its a bad idea for a lot of reasons. You will not save money. Maint bills chew up your training funds. Any number of reasons could ground your new purchase. You will take twice as long. You may damage the airplane learning to land. Average pilot, you're looking at 60 to 100 hours before I'd let you solo. Having never flown or owned an airplane, you have no idea of whats involved. Do your ifr in the mooney, save the ppl for a 172. Oh, forgot to mention, used airplane prices will come down 30% this year.

I did not say to add it to the oil, i said "to flush the sump". I agree, to add it to your oil would be stupid. Am I to understand you're saying sludge doesnt collect at the bottom of the sump? If it does collect there, can we assume it contains combustion byproducts and possibly some water? Can we further assume that not every drop of it comes out when you open the drain? Will flushing it with an approved substance hurt anything? I fly many different little airplanes all day long, every day, and have for years. I had my mooney for 8 years based in extreme heat and cold, and I've never seen a sample that bad, though I've seen some with yellow specks. Like I said, given the turbo charging and lack of use, maybe more combustion is getting past the rings than is ideal, but I dont know. I'd want to clean everything out the best i could, fresh oil, fly, re-evaluate. I think your frozen breather theory may be correct, but its the vibrant color and density that gets my attention. Its too dense.

My E manual says back pressure...you dont do a fully aft yoke like a true soft field...thats why i said " similar". I did about 3/4 back. Each pilot will find his own sweet spot. Regardless, one doesnt pin the plane down. What irks me is cfi's pretending they know how to fly something they clearly dont. Too many of these threads lately. I wouldnt jump into my buddies bonanza and tell him how to fly it. If i had questions i'd go find a bo guy and ask so i could give my student the best info i could get....long day...

Good Lord...So many cfi's talking out of their asses...Back pressure on the yoke will stop the wheel barrel effect and provide smoother take offs...very similar to soft field technique. Forward pressure will cause greater stresses on an already loaded nose gear. My fellow aviators, seriously, find a mooney specific cfi... Pete

Should be a "required equipment list" or a "kinds of operations list". An MEL is an faa approved letter issued to specific operators. Lots of confusion over this. Also, 91.205 applies so anything broken we check 91.205 to see if its required, then kinds of ops list and mel if issued. Private pilot training is my life:) Well, till April. I did it, I'm not proud, I sold out to da man, ...off to airline training end of april... Pete

Not an a&p but I'd consider flushing the sump with some manner of caustic sludge dissolving concoction that wont harm aluminum and filling with a straight weight and camguard. Big temp changes around the country, condensation and such. Seems like it might take a bit of combustion blow bye to create that. (Sulfur?) so i wonder how the piston rings are holding up. I wouldnt do anything radical, just fly the heck out of it, you know, cause that fixes everything:) Pete

As to short field, I believe the faa says anything less the 150% of calculated distances is short field. Thats what i teach. Obstacles above 50ft, you're on your own, i cant do trig...:)

I agree, conventional wisdom is such that high rpm breaking would get the job done but I found in my E that since the horn went off at around 13.5 or 14 inches and the engine was actually making power there that 2700 only exacerbated the problem. I liked to get down through the bumps at 120mph or below and the 15/1950 worked much better. I also liked to stay high out of the bumps and descend late. The op can also pull power, hold the nose up, slow to say 120 and then descend, possible with gear out. Lots of ways to skin the cat. My sense is his cfi is descending it like a 172, just pull power and let the nose drop. Cant do that in the mooney, it retains too much energy. My favorite, blow over the runway at 160kts and 100ft and execute a climbing left turn onto downwind:) Scares the students though:) I also think the cfi is not allowing enough space for level flight prior to pattern entry for the airplane to slow. He's probably also allowing the plane to descend slightly while trying to slow, hence not much change in speed. Rookie mistakes.

Power back 15, prop 1950...easy... Other more fun ways to slow down... Go find a real flight instructor...

Who is your ins co? I have a student buying an f. Having trouble finding ins. Prices will peak between now and june if they havent peaked already. Expect price drops going into fall. Magnitude of drop? Unknown. 30% certainly within the realm of possibility next two years. I cant emphasize this enough, unless you are wealthy and its a drop in the bucket for you, get partners. Finish your ir first.