I like this camera angle, usually folks set it up in the middle looking out, you've got a clear view here of the yolk, the panel, and your point of view
I didn’t realize you had these videos! Had I known you had this plane and I joined the club a little sooner I would have begged you to take me for a ride haha
Matt, great videos!! I am a few weeks away from picking up my first Mooney. As I am still a student pilot I wanted to get a general idea of what I was looking forward to and your videos nailed it for me. Perfect angle for the camera! Thanks!!
Once I read a book by an American author. The book was about flying techniques and had some pages devoted to the description of what to do with short-legged aircrafts that have the tendency to float on landing. The most easy technique consists in retracting the flaps as soon as the aircraft reaches the height over the runway that generates the ground effect. It was the most easy to execute. The Author suggested also to act at the same time on flaps, air-brakes and the throttle. All by using one sole hand and that's why I had the impression that the technique in question would demand some practice and, initially at least, a lot of concentration, as we must balance perfectly three effects at the same time. The further techniques that I remember was based upon approaching the runway with a higher vertical speed. I'd the impression the latter could be even harder to put in practice...
Thanks for the comment. I do retract flaps after landing (especially if gusty) but not until after I'm sure everything else is under control. The Mooney lands gently and easily so long as you don't have too much airspeed. I will often put flaps back down before shutting down to keep passengers from stepping on the flap when exiting!
Very nice landings. Thank you for the post. I have gained interest in Mooney aircrafts as I'm looking to buy. Can't beat the speed. Can you please post a few details on your plane?
Thanks Robert! It's a 1983 J model, second to last plane built that year. It has about 1750 total hours on it. I fly it around New England mostly. Yes, they're great on speed and fuel consumption. I cruise at about 8.5gph lean of peak (60-65% power) and see 150+kt TAS above 6000ft. That's about 20mpg. Mastering speed on final is important. Mooneys will not settle down if you come in too fast. But, controlling speed isn't that hard. Just need to plan your approaches accordingly.
I've never paid much attention, but looking at this vid, appears to be a tad below 10". Mooneys glide well, so most of my finals are very low power (unless I'm botching it!) about 3 degrees nose low. No, shock cooling isn't an issue here. Normally, entering the pattern after descending, the engine isn't working very hard and it will have cooled down in descent, assuming a low power setting was used during descent. If in doubt, watch cylinder temps and keep them from changing more than 50F/min.
is shock cooling not am issue at that low setting?. what i keep reading is that it is. however, i see people with rpm at 19 on final and i disagree.... what do you say?
i have an engine monitor and it's really hard to get the cylinder temp to drop quickly. in fact, on this particular plane, it's hard to get the cylinders hot, period. even on hot days my temps stay in low to mid 300s. i descend with power, usually 20-22" at 2200 RPM to keep the engine warm. by the time i arrive in the pattern, it has usually cooled to around 300. in the pattern, i pitch for speed and use throttle as needed for altitude, usually about 15" to maintain a 500fpm descent with approach flaps.
Thanks! It varies but on a stabilized approach usually just as I cross the end of the runway. If I'm high and fast I'll glide all the way in, or if I'm dragging it in I'll have power on until just before the wheels touch (feels terrible!).
I've had a M20E for 19 years. These look high to me. I flare at the threshold, never land with any power, and carry full flaps unless there are serious gusts. I use a shallow approach angle unless there are obstacles. I don't like to go under 75 kts until I've made the runway, so I have control. There's a limit to how short a field you can use, unless you are lightly loaded and have a healthy headwind. Calm and in Summer? Don't expect to exceed the POH. One thing you have down is landing at minimal controllable airspeed. A good skill, and means you won't bounce.
Thanks for the comment. Didn't see this until today. It's hard to tell from the video but the PAPI says I'm on glideslope most of the time. This runway has a big drop off prior to it. Might contribute to a high feel. The way this plane is configured, full flaps, gear down, single person, 50 gallons fuel, VSo 1.3 is about 66 knots. If I come in at 75 I'd float around 1000 feet.
with gear down and full flaps anywhere from idle to about 15", really depends on winds. i plan my finals so i can pretty much glide in at 70 knots (Vso x 1.3) or 65 knots (Vso x 1.2) for short fields.
Having owned four aircraft, this one is not particularly more expensive. Fuel tank leaks are a common due to wet wing design and can be expensive to repair. Gear tends to be less expensive to maintain because it's so simple. Many J models have a discontinued Bendix dual magneto that's becoming expensive to service.
Matt Bucy I want to get my PPL but i'm nervous about the cost of owning a certified plane. I think I will get a trainer like 172 build some hours before I look into something like this.l
These landings are quite nice. Your speed control is perfect, right at 70 kts indicated. That might be a bit fast for your loading. I fly an F model, with all the J speed mods, so basically the same plane and I use 80 mph for fully loaded, 75 for a medium load, and 70 for lightly loaded. That would be about 70, 65, and 60 in kts. I'm no expert, but I regularly fly into grass strips that are sub 2,000', my shortest so far being 1,400'. Your stall warning is coming on right at 53 kts. If it is set correctly, that should be 5-10 kts above your actual stall speed for that weight and configuration. If you assume 5 kts to be on the safe side, that's a stall speed of 48 kts, which would lead to an approach speed of 63 kts (1.3 x Vso). Remember, Vso changes based on weight.
Thank you! You are correct. I was flying the POH numbers which are for max gross weight and results in floating. On short fields I'll approach in the low to mid 60s depending on weight and can expect a 1000 foot roll out.
Almost flawless I dare to say you always touchdown with a rate of descent of 200 feet per minute. I think you could do better with more practice. That way maybe you will have a softer landing and less squeak on the tires. Other than that nice video.
Thanks for the feedback. Keep in mind the vertical speed instrument is always behind five to ten seconds. In my experience, the softer the landing the better the squeak. That's why they call nice landings squeakers.
3 Armchair pilots disliked this video.. Why didn't you just do touch-n go's? Seemed like you taxied off every time. You still had a crazy amount of runway.
The easiest way to land a Mooney is with near full up trim. If you forget to reset trim for takeoff, which takes operating a yoke switch for some time and looking down toward the floor to verify position while bombing down the runway, you can get yourself into a stall situation when you power back up. Hence, many Mooney instructors do not recommend T&Gs. The plane was pretty new to me when I made this video. I have done T&Gs since.
@@aloofdork Cool thanks for the info. Is this a Turbocharged Mooney or naturally aspirated? If so, is managing a Turbo a big jump from regular complex? Thanks
Neo Matrix it’s normally aspirated. Some turbo models require tight engine management. Early turbo models had no waste gate or intercooler and run hot with danger of overboost. Later models were redesigned and are simpler to operate. A normally aspirated J outperforms the turbo K until about 8000’.
@@aloofdork Ye I have read about that which kind of put me off flying a plane with a turbo. That is interesting to know about 8k feet thing.. Thanks for the info. Mooneys are awesome planes.
Хобби
I like this camera angle, usually folks set it up in the middle looking out, you've got a clear view here of the yolk, the panel, and your point of view
Thanks. That's great feedback. Appreciate it!
Text book landings!!!! The approach speed and flare are right on point.... Great job, looks like a lot of fun.
I didn’t realize you had these videos! Had I known you had this plane and I joined the club a little sooner I would have begged you to take me for a ride haha
Watching these videos are so satisfying! Makes me want a 20J
Thanks for watching :)
Matt, great videos!! I am a few weeks away from picking up my first Mooney. As I am still a student pilot I wanted to get a general idea of what I was looking forward to and your videos nailed it for me. Perfect angle for the camera! Thanks!!
Congrats. Hopefully you have an instructor familiar with Mooneys. They're a bit different.
Once I read a book by an American author. The book was about flying techniques and had some pages devoted to the description of what to do with short-legged aircrafts that have the tendency to float on landing.
The most easy technique consists in retracting the flaps as soon as the aircraft reaches the height over the runway that generates the ground effect. It was the most easy to execute.
The Author suggested also to act at the same time on flaps, air-brakes and the throttle. All by using one sole hand and that's why I had the impression that the technique in question would demand some practice and, initially at least, a lot of concentration, as we must balance perfectly three effects at the same time.
The further techniques that I remember was based upon approaching the runway with a higher vertical speed. I'd the impression the latter could be even harder to put in practice...
Thanks for the comment. I do retract flaps after landing (especially if gusty) but not until after I'm sure everything else is under control. The Mooney lands gently and easily so long as you don't have too much airspeed. I will often put flaps back down before shutting down to keep passengers from stepping on the flap when exiting!
a lot of good material here for study. thank you for sharing
Thanks, glad you found it useful!
Nice skills!
Very nicely done!
Thanks James :-)
loved the stall warning immediately followed by the mains touching down in #5...
Matt Jacomos thanks :-) that's how I try to get it every time! But, lately been coming in too fast on finals.
excellent approach & landings
Miles thanks!
Thanks Miles!
Лучшая отработка посадки на данном типе самолёта! Ничего подобного не видел вы ас!!!
Awesome video great landing !! Like I was right there!!!
Nicely done! I would fly with you without hesitation... Take care...😉
Thanks Jonathan!
Very nice landings. Thank you for the post. I have gained interest in Mooney aircrafts as I'm looking to buy. Can't beat the speed. Can you please post a few details on your plane?
Thanks Robert! It's a 1983 J model, second to last plane built that year. It has about 1750 total hours on it. I fly it around New England mostly. Yes, they're great on speed and fuel consumption. I cruise at about 8.5gph lean of peak (60-65% power) and see 150+kt TAS above 6000ft. That's about 20mpg. Mastering speed on final is important. Mooneys will not settle down if you come in too fast. But, controlling speed isn't that hard. Just need to plan your approaches accordingly.
I've never paid much attention, but looking at this vid, appears to be a tad below 10". Mooneys glide well, so most of my finals are very low power (unless I'm botching it!) about 3 degrees nose low. No, shock cooling isn't an issue here. Normally, entering the pattern after descending, the engine isn't working very hard and it will have cooled down in descent, assuming a low power setting was used during descent. If in doubt, watch cylinder temps and keep them from changing more than 50F/min.
is shock cooling not am issue at that low setting?. what i keep reading is that it is. however, i see people with rpm at 19 on final and i disagree.... what do you say?
i have an engine monitor and it's really hard to get the cylinder temp to drop quickly. in fact, on this particular plane, it's hard to get the cylinders hot, period. even on hot days my temps stay in low to mid 300s. i descend with power, usually 20-22" at 2200 RPM to keep the engine warm. by the time i arrive in the pattern, it has usually cooled to around 300. in the pattern, i pitch for speed and use throttle as needed for altitude, usually about 15" to maintain a 500fpm descent with approach flaps.
Excellent! Question when do you pull the throttle to idle?
Thanks! It varies but on a stabilized approach usually just as I cross the end of the runway. If I'm high and fast I'll glide all the way in, or if I'm dragging it in I'll have power on until just before the wheels touch (feels terrible!).
Where can I buy all that grease for those landings? 😅
Great job.
Haha, thanks Ash! Believe me, they aren't always like this. How I managed five in a row I don't know.
I've had a M20E for 19 years. These look high to me. I flare at the threshold, never land with any power, and carry full flaps unless there are serious gusts. I use a shallow approach angle unless there are obstacles. I don't like to go under 75 kts until I've made the runway, so I have control. There's a limit to how short a field you can use, unless you are lightly loaded and have a healthy headwind. Calm and in Summer? Don't expect to exceed the POH. One thing you have down is landing at minimal controllable airspeed. A good skill, and means you won't bounce.
Thanks for the comment. Didn't see this until today. It's hard to tell from the video but the PAPI says I'm on glideslope most of the time. This runway has a big drop off prior to it. Might contribute to a high feel. The way this plane is configured, full flaps, gear down, single person, 50 gallons fuel, VSo 1.3 is about 66 knots. If I come in at 75 I'd float around 1000 feet.
Would have been nice to see the MAP to see how you managed the power.
It’s there. Upper dial on the far right. These are all pretty close to glide/idle landings. I’m barely moving the throttle.
what m.p setting you using on final
with gear down and full flaps anywhere from idle to about 15", really depends on winds. i plan my finals so i can pretty much glide in at 70 knots (Vso x 1.3) or 65 knots (Vso x 1.2) for short fields.
What's common to be costly in repairs on these Mooney's
Having owned four aircraft, this one is not particularly more expensive. Fuel tank leaks are a common due to wet wing design and can be expensive to repair. Gear tends to be less expensive to maintain because it's so simple. Many J models have a discontinued Bendix dual magneto that's becoming expensive to service.
Matt Bucy I want to get my PPL but i'm nervous about the cost of owning a certified plane. I think I will get a trainer like 172 build some hours before I look into something like this.l
Greasy
These landings are quite nice. Your speed control is perfect, right at 70 kts indicated. That might be a bit fast for your loading. I fly an F model, with all the J speed mods, so basically the same plane and I use 80 mph for fully loaded, 75 for a medium load, and 70 for lightly loaded. That would be about 70, 65, and 60 in kts. I'm no expert, but I regularly fly into grass strips that are sub 2,000', my shortest so far being 1,400'.
Your stall warning is coming on right at 53 kts. If it is set correctly, that should be 5-10 kts above your actual stall speed for that weight and configuration. If you assume 5 kts to be on the safe side, that's a stall speed of 48 kts, which would lead to an approach speed of 63 kts (1.3 x Vso). Remember, Vso changes based on weight.
Thank you! You are correct. I was flying the POH numbers which are for max gross weight and results in floating. On short fields I'll approach in the low to mid 60s depending on weight and can expect a 1000 foot roll out.
Almost flawless I dare to say you always touchdown with a rate of descent of 200 feet per minute. I think you could do better with more practice. That way maybe you will have a softer landing and less squeak on the tires. Other than that nice video.
Thanks for the feedback. Keep in mind the vertical speed instrument is always behind five to ten seconds. In my experience, the softer the landing the better the squeak. That's why they call nice landings squeakers.
3 Armchair pilots disliked this video.. Why didn't you just do touch-n go's? Seemed like you taxied off every time. You still had a crazy amount of runway.
The easiest way to land a Mooney is with near full up trim. If you forget to reset trim for takeoff, which takes operating a yoke switch for some time and looking down toward the floor to verify position while bombing down the runway, you can get yourself into a stall situation when you power back up. Hence, many Mooney instructors do not recommend T&Gs. The plane was pretty new to me when I made this video. I have done T&Gs since.
@@aloofdork Cool thanks for the info. Is this a Turbocharged Mooney or naturally aspirated? If so, is managing a Turbo a big jump from regular complex? Thanks
Neo Matrix it’s normally aspirated. Some turbo models require tight engine management. Early turbo models had no waste gate or intercooler and run hot with danger of overboost. Later models were redesigned and are simpler to operate. A normally aspirated J outperforms the turbo K until about 8000’.
@@aloofdork Ye I have read about that which kind of put me off flying a plane with a turbo. That is interesting to know about 8k feet thing.. Thanks for the info. Mooneys are awesome planes.