Landing a Mooney

Excellent idea but I'm not sure if I'm strong enough to do that. I've never
noticed the Mooney tending to tip (unlike a 172). You must be a large muscle
type of guy. You aren't by chance the governor of California are you?

BTW: I find that for tailwheel training its really good to have the student
sit in the plane while we lift the tail. Students tend to think that they
will hit the prop on a wheel landing (some times you can though). They don't
realize that most tailwheels will "tuck" the prop under the plane before it
hits the ground. You generally have to tip MUCH more than students think to
hit the prop in the tailwheel.

-Robert

"Bob Moore" wrote in message
. 122...
"Robert M. Gary" wrote

Really take the time to get used to
the picture down the runway with the plane on the ground.

Robert, I go one step further, I get out and hold the tail
down in order that the student can see (and hopefully retain)
the landing attitude.

Bob Moore

BTW: I find that for tailwheel training its really good to have the student
sit in the plane while we lift the tail. Students tend to think that they
will hit the prop on a wheel landing (some times you can though). They don't
realize that most tailwheels will "tuck" the prop under the plane before it
hits the ground. You generally have to tip MUCH more than students think to
hit the prop in the tailwheel.

Do you deflate the tires a bit too, to account for flexing during a bounce?

Jose
--
for Email, make the obvious change in the address
note - replied to r.a.piloting, r.a.student, and r.a.owning, but I only follow r.a.p

Jose wrote in message .com...
Do you deflate the tires a bit too, to account for flexing during a
bounce?

I'm not too concerned about that since my students know to add full
power and climb out of a bounce. The mental challenge for students is
to feel ok about pushing forward on the stick after the mains touch to
"stick" the wheel landing. Some feel that any forward rotation will
result in a prop strike. A bounce is a different thing.

-Robert, CFI

I'm not sure I'm strong enough for the tailwheel trick - I guess that
applies to Cubs and such. No one is picking up a Maule tail like that.

OTOH, there is much advice warning against wheelies in the Maule. I can do
'em but don't because you don't need 'em. You can fly it on 3 points quite
nicely with reduced or neg flaps. Still don't know exactly why but make and
model wise, it just doesn't need to be in your kit.

Wish I could operate a Mooney off my grass....

"Robert M. Gary" wrote in message
...
Excellent idea but I'm not sure if I'm strong enough to do that. I've
never
noticed the Mooney tending to tip (unlike a 172). You must be a large
muscle
type of guy. You aren't by chance the governor of California are you?

BTW: I find that for tailwheel training its really good to have the
student
sit in the plane while we lift the tail. Students tend to think that they
will hit the prop on a wheel landing (some times you can though). They
don't
realize that most tailwheels will "tuck" the prop under the plane before
it
hits the ground. You generally have to tip MUCH more than students think
to
hit the prop in the tailwheel.

-Robert

"Bob Moore" wrote in message
. 122...
"Robert M. Gary" wrote

Really take the time to get used to
the picture down the runway with the plane on the ground.

Robert, I go one step further, I get out and hold the tail
down in order that the student can see (and hopefully retain)
the landing attitude.

Bob Moore

"Maule Driver" wrote in message . com...
I'm not sure I'm strong enough for the tailwheel trick - I guess that
applies to Cubs and such. No one is picking up a Maule tail like that.

OTOH, there is much advice warning against wheelies in the Maule. I can do
'em but don't because you don't need 'em. You can fly it on 3 points quite
nicely with reduced or neg flaps. Still don't know exactly why but make and
model wise, it just doesn't need to be in your kit.

The Maule is one of the tailwheels I've not flown. 3pts are nice and a
plane's behavior in a 3pt often is related to how close (or far) from
stall it is in a 3pt attitude. In the Swift it is recommended that you
NOT 3 pt it because the 3pt attitude is so far beyond stalls, most
pilots just end up dropping it in (notice that most Swifts have
wrinkles on the top of the wings). In some planes you are still
totally flying at 3pt attitude (Citabria for example).

Wish I could operate a Mooney off my grass....

My Mooney does fine off grass and even beaches (I've flown off a
couple in Mexico). The grass just can't be too deep or the holes too
deep. Our local grass field (C14) has big gopher holes all over it so
I've never taken a nose wheel plane in there. I love taking the Swift,
Aeronca, and C140 into that field. The runway threshold has powerlines
over it and a giant oak tree hanging over the runway. You can't go
below these because its backed up against a levy. Some people land the
other direction but then a go-around is suicide. When my kids were
young they referred to C14 as "the airport where the planes live in
the grass".

-Robert

"Robert M. Gary" wrote:

Students tend to think that they
will hit the prop on a wheel landing (some times you can though). They don't
realize that most tailwheels will "tuck" the prop under the plane before it
hits the ground.

My Maule has 9" of ground clearance for the prop tips. The mains are a bit more than
5' behind the prop, so that prop isn't going to "tuck under". The 180hp version has
6" of clearance.

This is one of two reasons I've heard for the fact that Maule discourages wheel
landings in the MX-7 series. As Maule Driver says, you don't need them anyway.

George Patterson
If a man gets into a fight 3,000 miles away from home, he *had* to have
been looking for it.

G.R. Patterson III wrote:


My Maule has 9" of ground clearance for the prop tips.

Really, that's it? I've got 13" on my 182 and I have a two blade prop.

Don't forget that, as with any airplane, stall speed and thus approach speed
vary with weight. If 70 knots works well on short final at max gross weight,
then to get the same flare and float characteristics, you must be slower at
lighter weights. If the plane is 20% below max gross, then approach speed
should be 10% less.

I generally take 5 knots off everything in my Mooney when I'm light.


"Barry" wrote in message ...
Don't forget that, as with any airplane, stall speed and thus approach
speed
vary with weight. If 70 knots works well on short final at max gross
weight,
then to get the same flare and float characteristics, you must be slower
at
lighter weights. If the plane is 20% below max gross, then approach speed
should be 10% less.

I generally take 5 knots off everything in my Mooney when I'm light.


I can't remember the numbers on my C model mooney but I would fly the airplane
down the runway to bleed off airspeed and about 5 mph before stall I would
retract the flaps.

This sounds scary but if you do it a few times on long, wide runways it will
become second nature. This and few other things is what makes flying fun.