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I was taught Up on VSI AND Up on Altimeter, THEN retract gear.

Hmm, T-37. T-38, A-10 are all Gear Up then Flaps up on go arounds. SO flaps/gear/flaps is NOT industry wide. If flaps and gear have similar drag, I am going to retract gear first as it is all drag. Flaps are lift also. If I had a flap system that I could set a flap setting, not holding a switch in timing, I might consider your method.

The problem is they mistakenly thought it was possible. This exercise gives you a false sense of security at best. You cannot practice the exact conditions that you will have when that day comes to be able to learn if it's possible or not with any degree of reasonable certainty. You will be gambling on that day. But you can practice glide approaches to a field straight ahead to a degree of reasonable certainty you'll make it.

The problem is they choose to try it when it wasn't possible. This exercise is to obtain an understanding for when it reasonably is possible. At my home airport departing west or south offers nothing but streets and interstates. She chose to turn left on the simulated failure which I believe lengthened the glide path. Should have tried it the other direction as well.

I know of one mechanic that will NOT do a pre-buy on a plane that they have been maintaining or doing the annuals on.

People die all the time in this maneuver. The problem isn’t that it never works. The problem is that sometimes it does. Sometimes the total sum of the circumstances is such that it will work out. Just the right runway, surrounded by just the right terrain and obstacles, just the right wind, your plane losing the engine at just the right moment, being of just the right weight, you executing the maneuver at just the edge of the envelope available… and it works out. But then there are those other times where people crash badly and die. Mainly because they burned all other options in the available time dead set to make the runway. When the time comes there are only two choices. You try your luck or you take whatever is 180° ahead of you. Unless there really really are no options I will not test my luck turning back. Instead I will take the available seconds to setup as best I can for a good landing in a field that I prepared for on the ground and keep a lookout for better options. Remember, even a short field is good enough to stop short if you keep your gear up and will leave you with less injuries as long as you keep the plane flying all the way to a complete stop and don’t stall and crash badly. That’s my take.

One reason it is heavy is because of the mechanical supercharger. Everyone, even Deltahawk, keep highlighting "turbocharging and supercharging" as if it provides additional power while flying. The mechanical supercharger is there for starting on the ground and restarting at altitude. Once the engine rpm increases and the turbocharger spins up, the mechanical supercharger is disengaged via an electric clutch. If you run a tank dry in cruise, the Deltahawk engine cannot restart without the supercharger. It also provides 50% power if the turbocharger fails. So once you hit the throttle, the supercharger just becomes dead weight. Also Piper says "the aircraft will have an advanced cabin temperature control system utilizing the engines’ liquid cooling,". That sounds like running coolant into the cabin utilizing heat exchangers inside the cabin like a car. That is more complexity, more weight and the chance for a leak.

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?