robert7467

Try lining up the notches before you put the cap on

Induction Boot

There are those who have, there are those who haven't yet. Congrats!

Besides their legislative efforts, I feel that my membership is money well spent. They offer hats, safety courses and magazines that offer safety advice. I am now a private pilot, but when I was a student pilot their magazines and emails kept me engaged. Now, their magazines help keep safety on the top of my head, and lets me know what is going on in GA.

73 TT 45 XC 97 TO/LANDINGS

I'm in the Memphis area, and have a c

I cleaned mine with wd40 and now it works like a charm.

I am on a 8,000' runway. The only time I use flaps during takeoff, is when I am fully loaded, or on a hot day on a shorter field. For me, on takeoff, it’s just one less thing I have to mess with. I have about 130hrs in my Mooney and I am still trying to break bad habits I learned from my training. There was a time, when I could not even have a good landing with flaps, and I landed without flaps. Then the guys on this board start busting my chops, and a light bulb went off in my head and I use full flaps on every landing except for heavy crosswinds where I need that extra speed for a more stable approach. My main issue that I now have to overcome is trimming on final, which will probably help me better maintain my final approach speed at night. Not saying your instructor is bad, in fact he might be a good stick and rudder pilot. I think now is a good time to take a couple steps back and get to know your airplane by what the book says, especially if you are going to work on higher ratings. Instrument training requires precision and flying by the numbers, and your POH will help you along the way.

Well, it looks like I am just going to have to practice. I don't plan on dumping a whole lot of $ into my mooney as far as avionics is concerned becuase after a couple years, I plan to upgrade to a Mooney with everything already on it.

How much are AOA's installed?

Thank you guys! I guess I will just keep practicing.

I had a landing light go out as well. My instructor did a slow decent, and kept popping the nose back like a fishing pole. He then had me do 3 no light landings as well. I guess practice make perfect. When I said I dropped her on the runway, it wasnt as bad as it sounds. The passengers thought it was a good landing, but I knew better.

It makes me feel much better that I am not the only one with night issues. Now that the time will soon fall back,I am going to do a lot more night practice.

I am in a M20C I do around 90-100 on downwind. When I get to my turn I pull power back to 12, and put full flaps to keep my nose down And I hold 80 with full flaps, 85 without flaps. Once I cross the fence, I dont even pay attention to airspeed. Go into ground effect, flare to bleed off remaining airspeed. 99% of the time she sets down nicely. If I want to make the first turn on the taxiway: I do 75 MPH on short final. Aim for the threshold. Go into ground effect. Land and make my turn. Since I obatined my PPL, I have been having fun with XC flights 60hrs worth TT 143, and I have been drilling on short/soft TO and Landings, and emergency procedures. I am having a lot of fun with my PPL. There are so many different variables to flying, no 2 flights have been the same.

Thanks... Like most of flying, I guess it just boils down to practice. I am thinking weight had something to do with it. I know the plane handles the same during the day, as it does the night. I think the speed control issue likely stems from focusing on depth perception, when I need to learn to juggle both, which I guess will happen over time.

When I was working on my PPL, I was doing a bunch of touch and goes with my instructor, then went to home base which has a really wide runway and it transitioned into night. Needless to say, I was flaring about 50' above the runway, and my instructor nearly broke my finger pushing in the throttle for a go around. After the debrief, we came to the conclusion that it was the wide runway illusion. The week before last, did my 3 full stop night landings for currency to bring passengers with me, and greased them all. Last Friday, I took 2 passengers and I think I started flaring too high, and she just dropped onto the runway. It could have been because I had more weight than I am used to, or I could have been flaring to high. She didn’t bounce, so I don’t think I landed it on the nose. Things that I noticed about night approaches and landings: It seems harder to control airspeed on final. It’s harder to figure out the height above the runway, and determining when to flare. The landing wasn’t too bad, but I am concerned for future night flights. I have 20/20 vision. My landing coming back to home base was a greaser, but I also am confident in the 8000’ runway. Is this something that I will get used to over time? Is there any tips and tricks to avoid this in the future? It could be the extra weight, because I have had this happen before with the plane loaded during the day. If the plane is loaded, should I increase my approach speed by 5mph?

Right, luckily it was a friend that I trusted, and we didnt enter into any kind of agreement until I got my PPL. Also, renters insurance only covers pilot error, and doesnt cover anything mechanical. As soon as I got my PPL, I was easily added to the insurance.

Not saying the gear is weak, because I have had my fair share of interesting landings but it's not as forgiving as a trainer.

I trained in mine from start to finish. As my instructor told me , any airplane is a good airplane to fly in. I'm in a partnership and at first I technically "borrowed " the airplane and got renters insurance. Pros: you learn in the plane that you are going to own. Cons: in Memphis it's hard to find an instructor with Mooney time. Now that I am working on instrument , I am pilot in command and it really doesn't matter who I use as an instructor. In a mooney, you will need a good instructor because the prop is low to the ground, and the gear is not as forgiving if you plant the plane down on the runway.

Awesome info, it will help me make better no go decisions.

Thanks for the advice....

My book is titled. "The Killing Zone " it has a bunch of NTSB reports as well, and it explains why pilots die. Lots of good information. I am sure I will learn a lot more when I work on commercial/instrument

Thanks Erik for offering to send that to me

I studied out of Jeppeson as well. They talk about fronts, but don't really emphasize the danger.

Maybe the FAA can cut out some of the bs, and emphasize things that can kill you. Thank you for sharing your situation, you made another pilot hit the books, and it might save his life .