Parker_Woodruff

You can edit the subject line of your first post to reflect that and maybe attract more views to this thread.

Good experience with Condor tires

Agreed...And I've seen it happen. It's not safe practice, even if it sounds like a neat technique.

While I would probably do more of the final approach at 80mph, you aren't doing anything wrong by making power adjustments in the pattern. As long as you aren't over-controlling the plane with the throttle, you're not using a bad technique. I've flown with you, and you don't over control the plane with throttle... Every day requires a different power setting. Use throttle as a tool to make the plane do what you want it to do.

very nice!

Hi Tim, Did you decide against selling N252BH?

I can travel pretty cheap and have some business up somewhat close to there later this week. Owned an M20K for about two years.

As a CFI that watches these things happen quite often, this is great advice. Unfortunately, many pilots get unnecessarily afraid of flight at the slower end of the envelope and shy away from good practice like this.

Your Mooney numbers will be about the same as the Cessna 182RG, depending on hull value and model year. I'll PM you my contact info for you to get ahold of me if you haven't talked to any of my excellent coworkers at Falcon yet.

$3.00/gal at SWI

It really doesn't have to be this hard. There are plenty of Mooneys in the model range you are looking for. Many of them are well taken care of, many of them are not. You live in the heart of Mooney country with Don Maxwell Aviation in east Texas available for pre-purchase inspections. As long as your purchase agreement makes you responsible for the pre-buy labor and the seller responsible for any airworthiness issues, you have a proper agreement. If the seller won't let it go to Maxwell for a prebuy/annual, then the seller probably has reservations about how well the aircraft has been maintained. If the seller walks, he's on the hook for the prebuy labor. This has been the case in both my Mooney purchases and both sellers have agreed that I should be taking delivery of an airworthy airplane. Plenty of Mooneys for sale around here. If you need help sorting through them, getting one delivered, insured, and learning to fly it, feel free to give me a buzz

Probably 150 hours, mostly giving instruction. Also getting my ATP Multi in March.

You won't hurt anything in your engine and prop. The prop system is moving 100% of the time you're flying...and quite rapidly during takeoff when adding full power. Not to mention when pulling the prop lever on runup.

M20F would be a great plane for the type of trips and distances you will be flying. I used to commute a similar distance in a similar speed M20J. I'm local when you are ready for your transition training...

While I admit my initial post doesn't create a comfortable learning environment, and should have been more tactfully stated, this discussion is largely the result of some extremely bad situations I have found myself in over the past couple years. Many members here can attest to my experiences. I can assure you that no one with a good attitude towards learning should worry about the above. Why? Because the problem is fixed quickly because they are *open to learning correct techniques*. It's not the attitude of learning you've described above. It's the attitude that when I have stepped in an aircraft I don't know why I'm there because the client has decided to act in their own ways. I've been on the bad side of the PTS before (failed checkride). It happens. Even to the good students. Hopefully I can help weed out bad habits to those who are willing to learn. Hopefully owners who keep up with forums and message boards will act in accordance with the study findings and do the items discussed that will make them safer. I know that I would be much worse off if I didn't have Avweb, MooneySpace, and (formerly when I participated) the AOPA forum.

BigTex, My post should have been a little more direct - my primary complaint is this: Poor airmanship is beginning at the CFI as the root. I stood on the nosewheel of a c172 last month. No CFI had ever told him, in 250 hours of flying a C172, not to do that. And my primary complaint about the lack of flying in airplanes isn't so much the VFR pilot or IFR pilot trying to "suck less". It's the flight review where I ask for a second day, but they want the sign off TODAY. This person didn't fail a flight review, but skills needed polishing to meet PTS. As an aside, it's also the situations I'm put in with airplanes with cobwebs that the owners refuse to spend a dime of money on MX because they fly so little. Part of the reason I have largely quit doing the airplane deliveries. I've yet to be stuck somewhere somewhere across this country with a Maxwell maintained airplane. In my first post, which didn't make it because Southwest Airlines was closing the door out in Midland, I made a comparison about the Colgan crash and how it didn't matter who you were, no one was exempt from lowering the nose in a stall. (And those guys fly a lot more than 50 hrs per year). My apologies for the brevity of the first post

They are a great company with a very good, broad policy

As a CFI/CFI-I etc I fly with a lot of pilots for the "first time". It's discouraging how poor airmanship is the biggest problem I am seeing. I can't teach something new without having to go back and correct a bunch of old stuff. Presently I've had a rash of clients who insist upon holding the elevator control at its most nose-low position during the ground roll on takeoff until reaching about 50 knots. Very few are exceeding 50 hours of flying per year...

I don't even think you've heard the complainant's side of the story...just a rant

Significant case of Global Whining going on here.

Are they not allowed to try to make a profit?

I personally like your T-210 idea over a Mooney. Though I would probably take a Piper Seneca III or later with your budget.

The ad says 1030lbs... The engine is a TSIO-360-MB/SB It is 220 horsepower since it has been converted to an Encore. The Rocket is the 305hp TSIO-520

I know you're attached to the Cherokee, but you will be pouring a nice Cherokee's worth of money in that one to make it airworthy. I hate to see a plane scrapped, too. But a plane that's been sitting in Florida for years might not be worth the investment.

If you want to carry 575 pounds of pax and 4 hours (or more) of fuel, you'll need an M20K 252 that has been converted to an Encore of an early M20M Bravo. Otherwise, you won't get the useful load you need. Most people who have $16K first annuals didn't get a good pre-purchase inspection done. The Mooney I used to own is for sale. It would be the perfect candidate. http://www.controller.com/listingsdetail/detail.aspx?OHID=1354063&LP=CONTROLLER