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Follow-up. Used contact cleaner on connectors. On runup, pressure in normal range. Seems to be a connector issue. Odd though- the metri-pak connectors are well sealed. When I disconnected they made a little 'pop' sound like they were pulling a partial vacuum as I disconnected them.

Already posted in the West Coast group but here's Burning Man at ~3000 AGL, taken yesterday

Reviving an old thread. I have a damaged Dukes actuator. The drive gear is separated from the motor. A&P has the worm screw section. I believe the motor is serviceable, but it needs removed from the broken casting. Anyone know procedure?

The 235HP variant seems like an awesome replacement for the TSIO360LB1B 65# lighter than the TCM as well. Pick up 25HP and lose a little weight. Automatic waste gate. Burn Jet A sounds like all amazing things. Could potentially solve all the issues with the 231’s engine management. And useful load. Maybe even give an option for a second alternator! There is an option to vote for the 231 to be their next STC. https://www.deltahawk.com/survey/

This one worked for me: https://www.amazon.com/gp/aw/d/B0792L8R4T?psc=1&ref=ppx_pop_mob_b_asin_title

I have a spinner off of my E Ser. # 930 that I just replaced. I'm out of town for another week but will check and get back to you when I return. It had a small crack that we drill-stopped a few years ago and seemed fine. Dick

You need to practice at a safe altitude until you know the drill. But, then you really need to practice it on actual departures in varying winds. Only that practice will familiarize you with the view of the ground getting closer with the nose down in a steep turn at low altitude, and the effects on your glide of various wind conditions. After you gain experience with the variables, you’ll know how to brief each departure including the variables of runways available, wind and terrain.

“Everybody has a plan until they get punched in the face” -poet/phospher Mike Tyson. Fact check: True.

Well optimistic to have a condition upgrade/serviceable 40:1 gear for my plane. My gear dates to 65 for install and there is no logbook entry of replacement in ownership history. Gear was showing wear, but still serviceable upon inspection this summer. I reached out to a local fellow E owner that is grounded for medical issue he hopes to overcome. Many years ago he purchased a spare actuator from a 76 Mooney that crash landed and was parted out. The housing is damaged and not useable, but he let me borrow to inspect gear for use until a replacement becomes available for purchase. A decade less service by model year than mine. That combined with it being out of service for 20+ years has me hoping it shows minimal wear and I can have it swapped out. Fingers crossed.

Stc and product liability killed the 6 cylinder Rotax Shame

This is very true, and part of the calculus, you only get one try. Whether In the Mooney or the A, total engine failure on takeoff is 90% probability you will need to put her down in a pretty narrow window. Best bet is to identify that on the ground, and have a plan if turning around isn’t an option. What’s that old saying about where every plan goes once the bullets start flying… Circumstances will always direct the path but I’m just planing for a cardinal direction and a known option. My home field the prevailing runway is the bay on 23, and golf courses on the other so those are my “plans”. I try to think of that especially on unfamiliar or urban airports. West Texas doesn’t freak me out about where I’m going to land in an emergency, north Hollywood airport in FL is a different story.

Well, at least that’s the claim

I don’t know much about chemical interactions but carbon breakdown is its primary use and design.

Lance, thank you, good point, will get the GDL51 and the little external XM antenna, the GXM42 is limping, probably heat on glareshield killed it

Yeah it's huge, but seems to have capped out at 75k ish people for years now. I'm assuming the BLM/other agencies won't approve a larger event as there was drama about it back in the day but I haven't kept up. I stopped going regularly when tickets became a lottery situation.

Cool! TY for sharing. Wish I'd checked it out back in the 80's when I was in SoCal. It looks quite large now in those pictures.

I used this for a separate copy of regular and emergency checklists living up-front in the side ankle pockets (the leather ring binder full offical AFM type POH lives in back within reach when needed): https://flyboys.com/collections/frontpage/products/checklist-book-ring-combopak the rings are better than the typical ones, so I also bought extra for my kneeboard, for oft-visited airport diagrams, quick refs, notepads. Yup, still use a regular kneeboard. I found thin stone tablets with a 7-hole pattern so that, when I get a clearance I can easily chisel it down...

I hopped over the hill for a couple laps around Burning Man on the final day of the event. Lots of traffic in and out, they have their own conga line to/from Reno shuttling people. Would have been cool to go out during the week to take some friends out on sightseeing flights but didn't have the time to make the trip. I've attended the event many times but it's been a few years. Tower has you fly at 7000 MSL (about 3000 AGL) clockwise around the outside of the city for sightseeing. There were a few other Mooneys I saw going in and out, any here?

I am grateful for all the experiments and documentation Janice does with WinginIt, esp. since I have the same airplane and it's otherwise hard to find good comps (watched some Bonanza examples but still not apples-to-apples). More recently I am working on more short approaches and overhead maneuvers (since I'd otherwise been trying to reduce variance as much as possible in pattern approaches and stabilized GPS/ILS approaches until everything was dialed in). It's been an eye-opener as there is a learning curve on figuring out energy reserve. I feel I am quickly going from the inital to break (or turn) and dropping gear to "bleed off energy" then, before I know it, the stall horn is going off at 90 kts in a turn and it doesn't quite look right on downwind-to-base; I realize I'm probably stretching it. And then occasionally I am surprised and find I am carrying extra energy to a curving short final and it feels smarter to go around. All in all, I think it's really surprising how fast it sinks with the engine even at idle and full-fwd prop, leave alone if it were truly power-out. It's a heavy plane and the descent angle (or "wire" as Nate Jaros calls it) is pretty steep. Trying to find small power and prop settings to simulate a coarse prop and dead engine would be nice, but I think the bigger lesson is that it feels quite a bit different even when you're trying to work it out intentionally.

The problem with that, which I believe they demonstrated in a Bonanza in the AOPA trials, is once you reach 1500' you'll probably be too far away from the runway to make it back. Brian Schiff did a podcast on this topic and provided some exercises to execute at altitude to determine your aircraft's capabilities and potential for making this all work. Here are a few links to his different discussions. https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.youtube.com/watch%3Fv%3D7ujKRXTj5b8&ved=2ahUKEwjD4dSk3riPAxXU5ckDHb7WOP8QwqsBegQIGRAG&usg=AOvVaw2DKC5nnXEW5cIq743tIkpA https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.youtube.com/watch%3Fv%3DinTw5L-vg8E&ved=2ahUKEwjD4dSk3riPAxXU5ckDHb7WOP8QkPEHegQIGBAG&usg=AOvVaw0LSifYeOw2IUcGa5Pudv6J https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.youtube.com/watch%3Fv%3DzlC3AfCaXAE&ved=2ahUKEwjD4dSk3riPAxXU5ckDHb7WOP8QwqsBegQIFhAG&usg=AOvVaw0n9w33hvX2X73-ZHRe0fcI

I don’t know that I could process wind direction, speed and all those other critical factors if you are on the edge. If I were to lose the engine on takeoff. I usually try to identify where I can put it down when I am filing my flight plan and then recite to myself where I will put it down as I am taking off. I don’t think I would try the turn from anything less than 1500’.

Yeah, but…. Idle throttle and coarse prop have residual thrust rather than the drag of a windmilling prop pushing a dead engine. plan for 800-1000 FPM descent rate dead stick and best glide. 2x standard rate turn is approx 30* bank at Vbg (90 KIAS). Stall clean is 67, so some good margin there. However, you need approx 240* of turn to reverse course and align with the final. that is 2/3 of a minute at 2x standard rate turn. And the sink rate is going to go well beyond your wings-level 800FPM perfectly flown deadstick descent. If you have diverted 30% of the lift vector into the turn, you’re now coming down at 1200-1330 FPM. Add the startle factor, and it just won’t work. This exercise, as demonstrated, reminds me of all the wannabe hedge fund stud traders I crossed paths with years ago who could paper trade their way to a 4.0 sharpe ratio and immense riches. Seldom did it work out in real time and with real money. I’ll stick with small deviations from the upwind heading, a landing wings-level with as little energy as possible, and a good takeoff briefing so I’m not making things up under stress. -dan

That’s a nice one one can at least practice wing level, trimming for sensible speed, at 50ft they will know if they will make it or not ! This makes the manoeuvre with lot of tailwind very tricky ! I once practiced in M20J, it needs more than 1000ft agl in calm wind to make full 360 turn, one can get in less than that with some headwind. However, less than 800ft, it looks like it has to be 180 turn with tailwind landing (or 270 turn to taxiway or cross runway). In glider, one can do 360 turn and land into wind after cable break at 400ft agl

Kind of hard to practice that… But the video is informational regardless of the success or failure. I know that since I fly the exact same plane, this will be imprinted on my brain forever. just hoping I can overwhelm the instinct to pull up…

Yes the video has that caveat about 4000ft-6000ft runway with all disclaimers but still fall short of a conclusive demo: looking at wind conditions, it seems like nice calm day to do a demo rather than landing with “15kts gusting 25kts” in the tail The problem with “impossible turn” into opposite runway comes with “50 shades of grey” of aeronautical decision making, I can see how it works with cross runways or long runways in clam winds, however, I still don’t get is wrong with landing ahead into wind? they are survivable even with trees and obstacles? If the terrain ahead is completely not survivable one is better off taking off with tailwind (to turn into wind landing) or start 360 turn back to runway after liftoff (while engine is running)? Even experienced pilot can’t make “impossible turn”, two years ago, a Thunderbirds Commander, AOPA Safety Guru and one of the most accomplished GA pilot passed away after attempting impossible turn in C177. https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193166/pdf A sobering lesson for many of us: land ahead unless you are overhead !