#1 Go for your instrument. Even if you don't get if right away the first part of training is climbing and descending under the hood. You will learn to navigate with precision. You will interact with ATC in a much more professional way. IFR training is like juggling. First it will be hard to just do turns under the hood but soon it will become easy. So then you will have to navigate and that will be hard but you will master that. But of course you will loose some of the basic flying skills as you take on the navigation but after awhile you will be able to both easily. Then you will have to start communicating with ATC and THAT will be hard but that will become easy. A lot of pilots can't fly the plane and keep on heading and altitude. Many are scared of using ATC. Many don't understand weather or are not proficient at night. A pilot who has went through IFR training, even if they don't get their rating, are going to be much better pilots by getting the training. I would also suggest get a flight simulator program and basic simulator equipment. Fly trips there before the actual flight. Plan it the same way. Add real world weather. Even fly it with weather that you would never do for real. Of course it isn't the same as being bumped around by turbulence like when you are playing for keeps. But flying the route over and over again in the simulator lets you gain experience that can keep you ahead of the airplane. My local FBO had a simulator that you could use unlimited for a month at $400. I was there every day flying approaches using the Garmin 1000. That would be a couple flights for real but I got to practice hours on the cheap. Anyone who owns their own plane and travels with it really does need their rating because sooner or later you are going to be away from home and weather or darkness is going to put you in a situation where you are going to be very tempted to "find a way" to get back home. And that's not where you want to be.
Every time I see a guy wearing a Mooney shirt, I wonder if any of them look at all the engine failures on Katherynreport. Cirrus has the same huge number of Continental engine problems on that report.
Hi Mike, do you run LOP or ROP for your cross country flights. With as many hours you have operating the IO 360 I truly value your opinion and method of engine operation. Thanks
Great advise Mike. Above and below in the comments. We just purchased a 78 201, and have been really enjoying your channel for inspiration. Are there any specific maintenance Mooney-isms that I will need to keep an eye on? Thanks! Keep up the great work!
No back clutch spring. If it fails, you can’t extend the gear by electric or manual. So there’s a service bulletin to replace it every 2000 hours. When I learned about this years into ownership, it had over 4000! Considered myself lucky, paid the thousand bucks, and had it replaced right away.
Student pilot at N89, great video! What did you fly prior to Mooney? Was it difficult to transition into it? Did you use a Mooney instructor? Would love to get a Mooney when time is right, IFR is next 4 me, tks and keep up the great videos.
If you go back to my older videos you can see. Piper Arrow, Skyhawk, gliders and more. Mooney is a bit of a challenge to fly. A lot happening and pretty fast. Personally I’d recommend getting about 2-300 hours VFR in rental planes, transition to Mooney, fly it VFR 50-100 to get used to it, and then get your IFR in the plane you’re going to own.
#1 Go for your instrument. Even if you don't get if right away the first part of training is climbing and descending under the hood. You will learn to navigate with precision. You will interact with ATC in a much more professional way. IFR training is like juggling. First it will be hard to just do turns under the hood but soon it will become easy. So then you will have to navigate and that will be hard but you will master that. But of course you will loose some of the basic flying skills as you take on the navigation but after awhile you will be able to both easily. Then you will have to start communicating with ATC and THAT will be hard but that will become easy. A lot of pilots can't fly the plane and keep on heading and altitude. Many are scared of using ATC. Many don't understand weather or are not proficient at night.
A pilot who has went through IFR training, even if they don't get their rating, are going to be much better pilots by getting the training.
I would also suggest get a flight simulator program and basic simulator equipment. Fly trips there before the actual flight. Plan it the same way. Add real world weather. Even fly it with weather that you would never do for real. Of course it isn't the same as being bumped around by turbulence like when you are playing for keeps. But flying the route over and over again in the simulator lets you gain experience that can keep you ahead of the airplane.
My local FBO had a simulator that you could use unlimited for a month at $400. I was there every day flying approaches using the Garmin 1000. That would be a couple flights for real but I got to practice hours on the cheap.
Anyone who owns their own plane and travels with it really does need their rating because sooner or later you are going to be away from home and weather or darkness is going to put you in a situation where you are going to be very tempted to "find a way" to get back home. And that's not where you want to be.
Love it!!! The secret to YT success - Promo'SM !!!
Dude , you definitely need to become a Cfi , you would be good at it. Dave duvak, CSI on and off of 19 years.
How about a cross country flight video? A real cross-country from coast to coast or border to border.
ua-cam.com/video/ygELNQMd1RY/v-deo.html
ua-cam.com/video/DYxEil3A0ho/v-deo.html
ua-cam.com/video/aeLIAFPzFak/v-deo.html
Every time I see a guy wearing a Mooney shirt, I wonder if any of them look at all the engine failures on Katherynreport. Cirrus has the same huge number of Continental engine problems on that report.
The engine is nowhere near the weakest link in an airplane...
Hi Mike, do you run LOP or ROP for your cross country flights. With as many hours you have operating the IO 360 I truly value your opinion and method of engine operation. Thanks
About 1500 hours LOP. Barely ever ROP except in climb. Even flew xcountry formation LOP.
@@Mooney201er How many degrees LOP are you running when setting it up using your EGT gauge ? 25-50? Thanks again Mike.
Mostly just by fuel flow. Typically 8.5GPH makes for about 15LOP at 65%. 150+ KTAS and EGTs below 380 even in summer.
Great advise Mike. Above and below in the comments. We just purchased a 78 201, and have been really enjoying your channel for inspiration. Are there any specific maintenance Mooney-isms that I will need to keep an eye on? Thanks! Keep up the great work!
No back clutch spring. If it fails, you can’t extend the gear by electric or manual. So there’s a service bulletin to replace it every 2000 hours. When I learned about this years into ownership, it had over 4000! Considered myself lucky, paid the thousand bucks, and had it replaced right away.
@@Mooney201er Thank Mike. Great heads up here. Keep up the great content here and on your Parrot wizard channel too.
@@Mooney201er Thanks Mike. Great heads up here. Keep up the great work here, and on your Parrot Wizard channel
thanks, mike. great content!
Student pilot at N89, great video! What did you fly prior to Mooney? Was it difficult to transition into it? Did you use a Mooney instructor? Would love to get a Mooney when time is right, IFR is next 4 me, tks and keep up the great videos.
If you go back to my older videos you can see. Piper Arrow, Skyhawk, gliders and more. Mooney is a bit of a challenge to fly. A lot happening and pretty fast. Personally I’d recommend getting about 2-300 hours VFR in rental planes, transition to Mooney, fly it VFR 50-100 to get used to it, and then get your IFR in the plane you’re going to own.