robert7467

How Dangerous are these things? I made my first XC into Dallas, and I was thinking about bringing my full faced MX helmet with me. Dirt helmets are very light, I am starting to think about keeping one in the plane, and possibly for each passenger. Maybe not a bad idea.

I also have the service manual. It goes great in forelight docs.

Sent. Let me know if you need anything else.

PM Me your email adress.

This is a huge milestone for me. My first instructor, great stick and rudder guy, but no path to a PPL, but he was great to learn how to fly the Mooney with. I just got a new CFI, and a couple of weeks ago he signed me off to a new airport "Olive Branch" and on Sunday I did my first solo class B to OB, then XC to Tupelo with flight following, then back to OB to drop him off, and then to West Memphis (flight following class , and everything went off without a hitch. Now, after 70hrs I can actually use the airplane, and go to Dallas. I am so excited.

I am not sure yet. Either Dallas Exec, Addison, or possibly Mesquite. I think Addison might have issues without a ramp pass, I am going to call an FBO. Mesquite is where I am going, but I dont think there is rental car acess there.

That is awesome. I am still working on my PPL in my M20C... I will be flying down to Dallas on the 27th for one of my solo XC's.

So, at 2720-2730 I am good to go?

Mooney M20C 180 HP. Right now at full throttle RPM is 2720-2730 and redline is 2700. Will 20-30 RPM on takeoff and climb hurt the engine? Is there an easy way to adjust it?

"No Sex?" Sorry, I dont think there is enough room in the Mooney ;(

Luckily during the first 30 hours I had that high time instructor, that’s why I recommended one. Knock on wood, the plane hasn’t been set down that hard, because he was skilled enough to let me make my mistake, but take over at the very last split second. A low time instructor is used to letting the students plant the Cessna’s on the runway, or they might take over before you learn your lesson. I agree with the other guys on what they have to say, but my opinion is: Low time CFI- Trainer High time CFI- Whatever you want to fly Another thing, learn everything about your plane, and don’t ever let an instructor do something that you don’t feel comfortable with. You have to be an expert on the limitations of the aircraft: Example- (this has not happened to me) but what if an instructor ask you to stall into a spin? If you know everything about your plane, you will know that Mooney’s are not approved for spins. There can be a lot of instances like that, but by being armed with that information, it could save your life. Also, don’t let your instructor exceed your limitations. Most CFI’s are good, but you can end up with a bad apple. So get to know him, and if you don’t feel comfortable with him, get a new instructor. My first flight instructor in the Mooney was a complete idiot. I know for a fact, if I would have stayed with him, I would be dead. Let’s just say first lesson, the ATC was screaming at him, and we came real close to colliding with another aircraft on the ground. Now the FAA is investigating because he did something stupid (I don’t know the full story). All I am saying, just because he is a CFI doesn’t mean that he is safe.

I am currently training in a Mooney, and I am having no issues with it. I would suggest getting an instructor with lots of time instead of a low time instructor. My instructor didn’t have a lot of Mooney time, but he had 3500 hrs of instructing, and over 6000 hrs TT in small planes, so basically he can fly anything. Also, a high time instructor, can let you mess up without exceeding his limitations and damaging the airplane. I know for a fact, on several occasions, that if I would have went with a low time instructor, in a complex retract, something really bad would have happened, but instead he is very skilled, and lets me mess up so I can learn from it. A low time instructor would take over before you messed up, therefore you wouldn’t really learn anything from it. Needless to say, it didn’t work out between my high time instructor, and I need to finish my PPL. I have a new instructor with low time, but now I am at the point to where that doesn’t even matter, because I am now confident, and comfortable with the plane, and I have the experience to know if something doesn’t feel right to do a go around, and I can execute that in a split second. My opinion, is that any airplane, is a good airplane to learn in, as long as you take your time, and put safety 1st, and it makes sense to learn in the plane you intent to purchase. Once again, the above is just my opinion, from my experience, and there are more guys on here, with more experience that will total disagree with my advice, and they can be right. So just listen to what they have to say, think it through logically, and determine what’s best for you. Whatever their opinion is, they are right, because that’s what works for them.

I have absolutely no issue with go arounds. In fact, when I do one, I am happy to know pride isn't getting in the way, and I am safe, and the plane is safe.

Well, my only other option I had was crash. I can't tell myself on a balked landing... Oh shit, I am not a CFI, so I am going to crash, because only CFI's can do go arounds. Jet driven a lot of your advice is great, but I am going to have to say you are wrong on this subject. Pilots.. If your landing is messed up, do a go around~Student Pilot

I am traing for my ppl in my mooney, and I have done at least 30 go arounds. I tend to go off of my gut instinct, rather than to try to correct. A go around is the most important thing you can do if something doesn't feel right.

Decided to keep.. Thanks.

Wow... A lot of inquiries... Thank you for the pm 's...

For sale.. PM me with email adress for more details.

I have a 66 M20C Less than 100 hrs on engine and prop. PM me for more details.

Its easy to call people stupid, or idiots, but I am sure thats not the case in these situations. I am sure a pilot would not knowingly fly into a thunderstorm, and at least 2 of these planes had weather tools in the cockpit. So I guess how, or why?

My main practice airport is Covington, the airport where the plane is hangared is Millington. When I solo, I fly out to Covington, do a full stop, fuel up, and drink a cup of coffee with Mark. I only do 1 full stop Covington without my instructor, and then do touch and goes in Millington, because if it did continuous touch and goes in Covington, and return to Millington thats when I will have issues with the wide runway illusion. I touch down right after the numbers, and tower has me turn on taxiway Charlie. I have never had an issue with the plane overshooting. She sets down right where I want her to. My 2nd solo was at Charles Baker (short narrow airstrip). I am going to work on my trim/flap configuration this weekend, I know I will need this for my checkride. I will then do more slow flight when my instructor is in the right seat just to be on the safe side.

no all mph...... if it was knots, i would be floating and bouncing, and prop striking....

Rob, you are probally right, but going 70-80 MPH, and then all of a sudden the lights go out and you cant see anything, it was a split second decision I had to make. One thing I knew for sure at the time, was I was going fast enough for TO. Think about being in a room, and all of a sudden the lights go off, it generally takes me around 5 seconds for my eyes to adjust, and I dont think I would have had 5 seconds to make a decision in this case. It was so bad, after I touched down, I had to taxi at below walking speed becuase I could barely see.

The plane just has its annual, I told him about the shimmy, and he did jack the plane up, and use a plumb (he is a Mooney specific mechanic). The only time I have an issue with a shimmy, is landing with full flaps and not having the plane trimmed out (lots of down pressure on the nose gear). The 182 I fly does that as well, even with a dampener on it.