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Found 5 results

  1. Hi, I'm looking for some Mooney specific training in the Chicago land area. Does anyone know of any good CFI's that I can get some training from? I have my PPL and need to get my complex endorsement. A CFII would be a plus as I am looking to get my instrument rating as well. Thanks! Paul
  2. Third lesson on Saturday, and no, I will not be posting every time I fly, but this was particularly cool for me because I managed to do some things well that had previously escaped me, such as consistent straight and level flight!! I benefited from relatively calm air at 1200'-1800'AGL so because of the relative serenity, I managed to stay ahead of the bumps and such. This was also my first attempt at flying with the IFR glasses, and that wasn't near as difficult as I'd imagined, no doubt aided by the docile air. So I was able to execute level, ascending and descending right and left, 180 degree turns, on time and on heading, arriving at the target altitude...most of the time. Yeah, I still have a lot of room for improvement. Oh, and any cockiness I was feeling (none) about being able to land was eliminated by trying and failing to line up for landing with a cross wind. There are some very tall trees at the approach to runway 35 at 2GC, and I totally fixated on the freaking trees instead of the runway numbers, and messed the whole approach up. "...Unnatural...." is how I feel about steep turns. Not a fan. I also improved my taxiing by decreasing the throttle to just enough to keep the plane moving: much MUCH easier to not bend a plane this way. Slow is smooth and smooth is fast, or so the guys who taught me Close Quarters Marksmanship told me. The most pleasing aspect of the process, however, is that I had enough attention left over while piloting the plane to enjoy piloting the plane! WOOOHOOOOO!!!!! I mentioned in my previous post that the first lesson was enjoyable--sort of--but if I'm candid, there was a part of me that thought that maybe I'd bitten off more than I could chew. The second lesson was more enjoyable, but that was tempered by my utter incompetence and a few almost-very-bad-incidents on the ground. This lesson, was enjoyable almost from start to finish (steep turns notwithstanding), and again, the processes required for straight and level are more autonomous, allowing me to enjoy the sensations--and the view!!!
  3. Last Saturday I had my second lesson, and the drinking from a firehose sensation was definitely more manageable than the first lesson. To a point. Somehow, working the radios while flying the plane was impossible for me. The lesson began with my CFI informing me that the winds on the ground at our home airport were challenging, but if we flew down to Lumberton, the winds were almost directly up and down the runway, so off we went. Straight and level flight was easier, level turns were easier as was setting the trim, now that I've established that the plane doesn't fall out of the sky when I momentarily shift my attention here or there. During the first lesson, I would fixate on one task or gauge, obviously to the detriment of everything else, and so I was actively working to keep my eyes nimble and my attention, agile. For the most part, I was successful, but increased repetitions will make this more autonomous and less "effortful". I'd anticipated that landing the plane was going to be very very difficult, in particular, lining up on the runway for the approach turning off the base leg. I've been reading a lot of training materials and this was a significant negative performance issue, but on this particular day (with the winds and the runway aligned), it wasn't that difficult. Also, while the runway at 2GC is really narrow, KLBT is very very wide, so I'm not going to get too cocky about a one-time success. Another point of performance that I need to improve and rapidly is aircraft control on the ground. I'm garbage. I need less power and a better perception of the proper amount of brake force. Overall, my takeaway from the session is that piloting an aircraft is difficult, but far from impossible, and that's has me enthusiastic about what I'll learn next lesson, which, would have been this weekend, but social obligations, family (and two torn ligaments in my right foot which are REALLY AGITATED right now) have forced me to flex to the right on the calendar.
  4. So I'm flying my first arrival at Oshkosh this year in my C model- not the Caravan but the standard FISK VFR arrival. I'm studying the Notam, which is really pretty clear, and watching some youtube videos to get the visual lay of the land and ambiance of the arrival. But as a fairly low time pilot, I feel like I should also practice some flying skills to get ready. I'm going to schedule something with my instructor in a couple of weeks for this purpose and wanted to now what skills I should ask to practice. As of now, I plan to practice the following: -Short field/ precision landings -Short approaches/ engine out 180s -Configuring the plane for 90kts cruise - This may take some trial and error, I pretty much never cruise this slow -Slow flight in general Do folks have any other suggestions? One thing that worries me is judging spacing and making necessary adjustments if I'm getting too close.
  5. My landings really frustrated me. They should be better - much better, and more consistent. I use the 100/90/80 mph formula - 100 downwind/ 90 on base/ and 80 over the fence-full flaps. I nail the speeds but it seems I often flare too high and then of course drop hard and sometimes even bounce. If I bounce I add power and imediately add power and go around again. Please help me with your tips and experience for consistent perfect landings. Do you recomend power on or power off landings? Do you add a small bit of power last minute in the flare if you notice you are too high? As you come in over the fence what is your decent rate? Full flaps or less? What changes do you make if you are heavy? What references are you using to begin your flare? Thanks!!
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