Hank

No, what i saw was "stall/spin awareness and recovery".

The FAA thinks differently, that's why spin training was removed from the ACS. Too many students, CFIs and Examiners were being killed in spin-induced crashes. And there is zero chance to recover from a spin in the pattern, a likely spot for accidental stall-spin to occur.

And the fittings on the PC tubing.

His article on one is posted above, including his reluctance to do another one.

I ordered a $1500 stove from Home Depot a couple years ago, with ~6week delivery window. Then I bought some LED can light replacements, and tried to return the extra light ($9), but I'd had it too long (a couple or three months). Then I bought a $250 tiller, and the 2nd time I tried to use it, it wouldn't start, so back to HD I went, to exchange it on a nicer model. But their return window had changed to 30 days, and by the time I reached the store with the tiller, it was Day #31, and I was stuck with the toller. On my way out of the parking lot, I called HD (stove delivery was scheduled for just a couple of days later) and canceled the order. And I called Visa to make sure I got the refund. Can't risk $1500 on a 30-day policy. Ordered it from a real appliance store, with a real warranty and return policy, just had to wait through the delivery window again. When stores change policies, expect consumers to change shopping habits.

It works fine on my Samsung phone, too. Not quite enough turns to make me dizzy at home.

Weird. This accident was in Nevada at almost 4300 msl, but the linked report is an accident at 15 msl, and records Minor injuries with zero details of what happened, and the Winds field is blank . . .

Since you're in Stockton, talk to the folks at Top Gun. They should have lots of advice, about leaking tanks and all other things Mooney. If needed, there's a Mooney Service Center in Troutdale, OR, with a good reputation for sealing tanks. But check the gaskets first!

Pulling the prop back is done solely for extending your glide range to reach a suitable landing site when the engine is no longer running. If the engine is seized, or has a hole knocked in the case or otherwise out of oil, it will obviously not help.

Right there in my Owners Manual: Note that it says "briskly apply full rudder" and "rapid forward movement" of the yoke. I remember reading from a Mooney instructor who tried a leisurely, Cessna-type recovery and scared himself before using rapid control movements to their limits, resulting in an initially slow recovery, losing several thousand feet in the process. See the NOTE that a one-turning spin and recovery may lose 2000 feet of altitude, plus any additional altitude loss due to confusion, slow reactions or less-than-brisk control movements . . . . Ya'll be careful out there! P.S--reading the list, it looks like P & A R E forward WAIT E and later Power to recover from the (steep) dive.

The DPE on my IFR checkride wanted to see an accelerated departure stall. We did reduced throttle, 23", somewhere around 1500-2000 msl He told me at couple of times, "don't recover yet," but was happy when I did so at the bubble. Then the sweat began to dry on my back and the left side of my face. The rest of the ride was much lower stress!

When I descend, I just push the yoke for 500 fpm and trim to hold it there. Then as I come down, I occasionally pull back MP and advance Mixture to maintain my previous cruise values for MP & EGT. The prop isn't adjusted unless ATC levels me off or I start an approach whichnare lower RPM, until it's time for pattern entry when it goes forward.

Hmmm . . . Mooney spin training with capable CFI support? I dunno . . . .

Sure. Don't you occasionally practice engine out landings? Once the throttle is at idle, pulling back the prop actually reduces how much the prop is driving the engine

I thought that dollar swap for useful load increase was standard practice? Just be aware that the weight decrease won't be enough to claim a speed increase!