Pinecone

The USAF trains from early on in retract aircraft, does lots of touch and goes, and does not have many gear ups. But they do have an RSU with someone watching to make sure the gear is down (for GA a Landing Height System would do similar), but even so, they seldom have someone forget the gear.

If you have a Garmin GFC-500 Autopilot, they add a fuel imbalance limitation of 10 gallons.

Great story. But maybe you should have hooked up with a Mooney instructor FIRST and at least done a few landings.

Why are you not using some form of flow control device? It greatly reduces the oxygen use, so less fills.

WRT to insurance, no matter what, you want liability coverage. But, if you can afford to walk away from the airplane financially, you do not need hull insurance, unless you financed the airplane.

Why wouldn't it be? The USAF, at times, has taught people from zero hours in twin engine jets. Although they found it worked better to start them in a GA piston aircraft for the first 15 hours and first solo. The US Navy used a piston complex aircraft, based on the Beech Bonanza to start, later changing to a turbo prop version of the same airframe. Just understand that doing it that way will probably take some extra hours. BTW, not all Mooneys lack right side brakes. Mine has them.

First off, it is NOT a teardrop with a "descending" turn in the FAA guidance. It is crossing over the field DESCENDING FIRST, THEN TURNING to join the 45. Read the actual boxes on the diagram. The turn is AT PATTERN ALTITUDE. Doing a descending turn is setting up for a possible mid air. I mainly do what the FAA suggests, in that I overfly the field, descend, turn back and join the 45. But, if that pattern has little or no traffic, I will enter by crossing midfield to end of runway, at pattern altitude, and join the downwind.

GAMI did do testing of installed o-rings. Plus running the fuel in a number of airplane for over 10 years.

Hate to see airplanes left to rot away. Local A&P just picked up an M20F that had the last annual done in 1997. Yes NINETEEN ninety seven. He got it for a few months hangar rent. It was hangared, so that is a plus. He will try to restore it to flying status and sell it, but will have to see if there is any corrosion that may turn it into a parts source.

I do the same in my M20K 252/Encore. Except max RPM is 2600 RPM. I wait to push in the prop control in the pattern until the RPM drops below my set point to avoid the noise. So if prop is set at 2300, when I see that it is less than 2300, pushing the prop control in does not change the prop pitch. Lower RPM in cruise is more fuel efficient as there is more time to extract power from ignition to exhaust valve opening.

Attend a Mooney Safety Foundation Pilot Proficiency Program. https://www.mooneysafety.com/proficiency-programs/

https://themooneyflyer.com/cfi.html Many of them will come to you for the checkout.

If there is not a setting for this, it would be a nice feature for Garmin to add at some point.

Or if they don't make them, he can look into having them made.

My JPI 830, when LOP, used 13.7 HP per GPH to give % power. ROP is a real crap shoot about how they figure that out.

If you increase the fuel flow from a given setting, you will be running less LOP or even move into ROP, so you also have to increase manifold pressure to keep the same amount of LOP. The point I was making about the BMP was that you do not spend enough time in the range of peak EGT to see the full effect, so the temps don't rise as much as if you did a slow lean to peak. How LOP you can go depends on your engine and fuel injectors and such. But once LOP, power is based on fuel flow. Nothing else. I can run 29.5 inches or 32 inches, both at 10.1 GPH and get the same speed. But the 32 inches is more LOP so low CHTs, but possibly higher EGT due to the slower burn rate.

OK, but what would stop Garmin from expanding the AML to allow it to replace a G1000 system? For many G1000 aircraft, I see that they do not want to compete with the Manufacturer, but in the case of orphan aircraft, where there is no path to upgrade, it would make sense for them to sell modern avionics for those aircraft.

If you do the Big Mixture Pull, the EGTs don't have to time to get to the same peak as if you did it slowly. When LOP started being talked about, they were advocating LOP climbs. And John Deakin was freaking people out be doing the BMP at full throttle, high RPM at about 1000 feet in the climb. And yes, if you want to make more power LOP you have to increase fuel flow. But with a turbo you can increase fuel flow and keep the same span LOP. With NA, if you are Wide Open Throttle, LOP, the only way to get more power is to get closer to peak or switch to ROP operation

But that is why the SureFly has a wire directly to the battery. I don't think it is a major issue either. I plan on having one installed next annual.

The problem is, some engines start running rough as soon as they go LOP, so you slightly richer can put them right in the red area. And your richen for taste for higher HP will surely put you in the red area. If you are below 65% power, not a big deal, but you need to be sure you are there.

Why can't you rip out the G1000 and install G3X/G5-TXi, GTNs, GTX, GFC-500, etc under THOSE STCs?

Agree. Plan out where you are going longer term and get them to put in the wiring for you final panel. Otherwise, each phase you will pay to have the interior removed and lots of inspection panels and put back together. One person I know did the dual G5s. And flew that for a while. Then got to fly a G3X Touch, so moved up keeping on of the G5s as the backup and mounting the second one on the right panel for the right seat person (both of the couple are pilots). And even think about non-avionics things. I had a cigarette lighter outlet installed in the back seat to power an oxygen concentrator. And to run a wire for a SureFly electronic mag.

Also helicopter was not at east bank of the river, more near the middle.

I like the fluorescent dye to find a leak. Clean the engine with mineral spirits. Add 1/2 ounce or so of the dye. Run engine at a fast idle 1200 RPM of higher for 2 minutes. Shut down, pull the cowl and use UV lamp to find leak/

I have, in a friend's T-34. Was IMC coming back from an airshow and after popping out of the clouds, at 20 seconds later, POW, NO electrical power. Master relay failed . A few minutes before would have been very interested as all the panel is electric, with nothing battery backed up.