201er

Sec. 91.211 Supplemental oxygen. (a) General. No person may operate a civil aircraft of U.S. registry-- (1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration; (2) At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and

The really hot ones when the DA is really high. Not 8-10. But over 10, yeah.

Isn't it kind of a Mooney? I'm not saying I'm doing 75% cruise! But I am configuring the airplane for cruise even if it's momentary. That means leveling off, trimming for level flight, closing cowl flaps, setting mp, setting rpm, leaning mixture, checking that everything that needs to be off or retracted actually is. Isn't that what cruise is? I'm probably only doing 2100RPM/22" on 6gph so it doesn't go over gear extension speed and abeam I can drop em and go for approach config. I always thought pattern work was supposed to be a simulation of all phases of flight... not just working on repeated touch downs.

Downwind = level = cruise

If you avoid closing cowl flaps, don't reduce RPM, don't lean mixture, don't push them back in, don't extend flaps, don't set trim in order to make touch and go safer/easier... then you're not practicing real landings.

Do you realize that the amount of fuel you'd save by bringing back throttle, rpm, and mixture on downwind would probably more than cover the fuel used to taxi back?? You know the biggest reason I close cowl flaps when I level off on downwind? Not as much a practical consideration (although to an extent) but as practice for "real flying." It builds good habits of setting up for cruise, setting up for landing, setting up for takeoff, etc. It sets up SOP and muscle memory of what to do. So on the rare occasion I practice patterns, I'm practicing all phases of flight condensed into 2 minutes. And it's a workout because by the time you're set up for cruise you're already preparing for landing. I may be wrong but to me it sounds like you're trying to fly Skyhawk Touch and Goes in a Mooney by avoiding as many of the "complex" bits as possible. I'm not experienced enough to be telling you what to do, but just from my own experience I have found that practicing the full takeoff, climb, cruise, approach, landing procedure in full stop landings with no shortcuts is both a challenge and practice for real landings and phases of flight.

Then what value do you get out of this? Practicing touch and goes for the sake of getting good at touch and goes. But this is not how you normally/properly fly a Mooney. I rarely do pattern work in the Mooney (between flying enough to stay proficient and pitying the gear/engine) but if I do, I always takeoff with flaps and cowl flaps open. Retract gear. Retract flaps. Boost pump off. Throttle back. RPM back. Mixture back. Cowl flaps closed. Abeam numbers gear down. Trim. Flaps t/o. Trim. GUMPS check. Prop/mixture full forward on base. GUMPS check. Flaps full on final. Trim. Check gear down. Land. Get off the runway and start again. Nothing against you. I just think that by taking all those short cuts in order to make a touch and go work entirely negates the value of practicing going around the pattern! When you own the plane and by gas/engine by tach time, the taxi back costs very little (as opposed to student in a hobbs meter wet rate). You just get to spend more time flying your plane and practice doing things the way you need to do them for real trip takeoffs and landings. I still don't see "the point" of doing touch and goes in a Mooney?

Then you're not practicing good landing technique. Oh and what needs to change from the touch to the go? -Flaps -Trim -Cowl flaps -Prop in (check) -Mixture in (check) -Rudder (introduce left turning tendencies when applying power) Yes, prop and mixture should have been in from landing approach. But if they weren't, on a stop-checklist-takeoff they'd be caught but on a touch and go, that can be catastrophic (on those engine stalled while trying to takeoff from touch and go type accidents I wonder if this played a role). I don't really see any point of touch-n-goes for a licensed and/or experienced pilot. I don't think it's the best idea for student pilots but I realize that the idea is to get landings under their belt cheaply. But for an experienced pilot, who already knows WHAT to do, it's best to practice on getting one great landing rather than practicing mediocre ones over and over again. For the student, they want to do a lot of them (in a skyhawk granted) so they could learn to figure out WHAT to do. Once you know it, what's the value of quantity anymore? If not lowering flaps or not trimming are shortcuts used to make touch-n-goes easier, then you're practicing doing touch and goes and not practicing making proper landings. What's the value at all?

To be doing touch and go's in a Mooney on a shorter than 3000ft runway is completely nuts to me. Not that I believe in touch and gos in a Mooney on any length runway but something that short and you're asking for trouble. However, I nonetheless commend the instructor's decision to abort the takeoff because other than a bent Mooney/Ego, nothing has been damaged (whereas if they continued, who knows?) and for taking responsibility. Overall, a positive outcome and a positive lesson. I prefer we learn from things like this than from fatal lessons.

I wanna hear from the guys who said they start the retraction in ground effect and how that's been working out? The few times I've experimented with that were not pretty!

Yeah. But there are days when it would be illegal to fly at those altitudes without oxygen.

Impact, smoke, or carbon monoxide aloft?

Doing IFR on similar route they always jerk me around like that too. Say I file 6, they'll take me up to 8, then down to 6, then down to 4, then up to 6. It's pretty ridiculous.

There are three types of mathematicians in this world: those who can count and those who can't.

Not a Mooney friendly runway for sure.

I don't think it would make that much difference. The worst part of your bumps is during the transition speed. At high speed you fly over them. At slow speed you dip in and out of them. At medium speed, it's awful. No matter your flaps, there will be some point when you need to go through that midspeed and feel every bump! I still prefer retracted flaps because it provides better traction by putting weight on the wheels sooner.

Interesting point that I mostly agree with. However, I feel that the strongest risk management program to start with is to work on oneself as a pilot. Staying current, proficient, continuing flying education, learning from others, avoiding doing stupid things or being bold, etc should mitigate over 50% of the risks associated with flying. All the other ones (like IMC to low minimums) are very small and spread out thin. I know some of you feel immune to making stupid mistakes but those are the ones that are most likely to get you so I think that's the best thing to start with.

I know we've talked about this before but never really got an idea what the common or preferred method is.

But what if your raft pops. Then what's your out?

Yet most accidents are the result of operator error rather than a situation void of outs... Stall to final cannot be prevented by "outs" whether you fly a skyhawk or a 777...

That's a great video. I know it comes off as a marketing piece but in my experience flying with AOA, I'd say they are spot on. The other day taking off, my airspeed indicator started to dip way down. I use AOA as primary on takeoff and it was rock solid where it's supposed to be. Since I was in VMC and knew my pitch attitude had not changed and my AOA was consistent (and it wasn't gusty), I immediately diagnosed a pitot/static problem and did not chase the airspeed. Perhaps if the needle dipped the other way, without AOA I'd chase the speed right into a stall?

HAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHA!!!! ROFLMAO Your GDL will blow up when it realizes how much traffic there is on the Hudson in the middle of a busy weekday. They will be piled on top of each other so much you'll be entirely forced to ignore it and keep your eyes out. Seriously, it's so busy that ADS-B traffic is useless. And you don't need out. I fly with just -in and there's always someone out there with out to get the traffic link going around here.

Don't fly IFR coming into NYC if you can help it. They'll route you back to Kansas before turning you inbound. If you're sightseeing. follow the coast. If you just wanna get there, fly the corridor between philly and mcguire by using KVAY as a waypoint. If sightseeing, fly the hudson VFR at 1100ft. If just trying to get there, talk to Newark tower on 127.85 when you're in the vicinity of the VZ. Remember there's a speed limit on the lower deck, I think 140kias! So don't forget to bring the power way back and slow down as much as possible to sequence with the skyhawks and cherokees. I prefer the bravo transition skyline route cause it's actually much easier. There's a ton of helicopters and crazy VFR pilots down in the exclusion zone. I can't recommend an airport cause I'm based here and drive. Whiteplains is ok. Republic is a zoo, Linden a crime zone, and teterboro a nightmare. Carry cash with you but not too much. Lock your doors. LOL NYC controllers are actually the best I've encountered in the country. Short, sweet, and to the point. I guess they can come off rude if you don't know what you're doing. But if you are on top of things, it's no problem. Whenever I say "NY Approach, Mooney 4361H off Linden 800 for 1500, request Hudson North Bound" they come back to me with "Mooney 4361H direct VZ, Hudson northbound approved, cleared into Bravo." I really don't remember the last time I was denied bravo transition VFR and if I have it was very clear that workload was insane. I couldn't believe how comparatively workfree bravos like Phoenix deny everybody! I'd show you around but I'll be gone till weds next week. If you're still around let me know and we can get pizza or something. PM me if you have specific questions about the airspace or things to see. Can't help you too much on the airports though.

It is. Only LOP pilots yank hard enough on the red knob to actually break it off. ha

Apparently Seth broke his too. You guys should try to get a bulk discount lol