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Do the hood hours before you have the seafood. Not good to get seafood on your new to you Mooney !

Congrats on the upcoming PPL! Try to get landing practice at different airports, different wind intensities and crosswind angles. Fill the 25 hours with as much meaningful flying as you can.

I am curious whether airports will just let me have a gas generator running underneath my aircraft while I am away from the airport. Some might cite safety concerns or what not - who knows. Anybody actually leave a gas generator unattended at an airport for preheating purposes?

Although made in jest - its an interesting thought for us in cold climates The Honda generator is less than 30 pounds. I am sure with 4x the cost, the aviation grade one can be made lighter and can function as an APU. And as a backup for when the alternator quits. Also in that case I would want overhead switches for APU control - will make me feel cool

Okay, like you mentioned, all you have to do to counter the lowered MP is add one more step: Push throttle in to recover MP and enrichen mixture for smoothness. Its conceptually the same as a non-turbo model, the turbo adds one more step of MP loss. You are just avoiding the area of engine operation where you should not be by doing the big pull. The above turbo operation is also done in a NA aircraft when one is loitering around LOP with low power and then deciding to go into cruise LOP - without going ROP. The steps would be: 1) Increase RPM from loitering RPM to cruise RPM - this just moves peak combustion pressure to happen later in the crank angle or more degrees after TDC - which is not an issue. 2) Increase MP to desired cruise MP - usually WOT for non-turbo cruise 3) Enrichen mixture to cruise fuel flow or until there is no vibration - verify LOP by EGT behavior. Steps 2 and 3 seem to be the same as what you do in your turbo LOP. Increasing MP in step 2 does not exceed 75% power limits or something because your power is being dictated by your fuel flow at this point and not by MP.

Do you guys carry light gas powered generators in your aircraft for pre-heating at airports away from home base? I am wondering what safety precautions to take when carrying a generator with gas in it or if its a good idea at all ... I haven't bought one yet - but I am thinking of doing so - one of the Honda EU1000 units

I am a non-turbo operator - but the big pull requires no experience - at least in the non-turbo model. In the turbo, it would be similar - pull to roughness, enrichen to correct fuel flow for the power desired and to get smooth operation. Watch all temp readings and see if within acceptable range. If not and you cannot lean the mixture any more without causing roughness, you have no option to go rich again - maybe do a big push

Great ! Lets make pilots think 3 times before declaring an emergency

I would just get ADSB out compliant transponder. My dream come true, gtx 33 remote transponder with extended squitter controlled via gns 480. Then a portable adsb receiver paired to the ipad. Makes me all set for the ADSB mandate in 2020 and gets me traffic.

Hopefully this will answer your question: Combustion happens in two steps: 1) fuel hydrocarbons and oxygen react and form CO and H2O 2) CO then forms CO2 in the presence of more O2 and H2O from step 1 If you have a rich mixture, all the O2 is used up in step 1. In LOP operation, you get more energy from step 2 than step 1. There is more O2 hanging around instead of being burned with the hydrocarbons. Unfortunately some of this or maybe a large part of it goes to waste as the exhaust valves open.

You can use rpm to slow down and keep MP and CHT up in a descent. As long as the POH does not restrict it. The training you mentioned is very black and white Search for oversquare operations on this forum and you will ind plenty of material

Why not wait for avidyne dfc 90? When I talked to them, they had Mooney on their list of planes they wanted to provide a STC for. And they reuse stec servos. Maybe we need to make more requests on their forum

Anyone use a real radio stack connected to the pc? Its easier than tuning software buttons on the flightsim screen. But all the ones I looked at were very expensive. Any moderately cheap ones out there, say in the 500$ range?

Yeah I have felt the same vibration going to 2100 rpm and 25 mp. I didnt think much of it and just didnt operate there.

What engine work did you do? The CHTs were 350 ish even on the test stand? As the cylinders and rings seat, there should be high CHTs first and then they should lower. Doesnt make sense that you do not see a decline. I'll wait for the experts to chime in, but something doesnt seem right.

Bennett - can the damage show up in the middle of the next flight after the botched parking job with spinning gyros? I am not very familiar with internal gyro ops except for the baiscs in pilot training. If the damage is a tumbled gyro and clearly shows up before the next flight - then I can rest easy. If it can show up as fine in the preflight but fail mid-flight, that would worry me more...

So you seem to have a bravo. What about 252s and 231s. Do they also have NACA style furl vents? My J certainly doesnt

In the FIKI mooneys, are the fuel vents different from the regular vents to prevent icing blocking one of them?

I have to agree about the sim! Yes, like 201er mentions, one should be able to take any approach chart and fly it then and there. But that should not be the first and only way. It makes a lot of sense to pre-brief the approaches at home and what better way than a sim. Most of the time it turns out to be mundane but sometimes not.

Reiff website has data on what happens with sump heater only, with the full system etc. They measured temperatures of the cylinders and oil using both methods with 20F ambient temps. One thing is certain, with the whole system you will get quicker heat. With the turbo system, it will be faster. With just sump heat, you will also be fine, but it will take longer. So what you put on there is purely dependent on how quickly you want to heat. If I were to do it again, I would put the turbo system on. I have the standard system. This way at FBOs without preheat, I can quickly heat things up ith an extension cord.

As for accelerated training .. I highly recommend it. Like the OP mentioned, retention is key. However, my instrument training wasnt quite that accelerated. I took 6-8 weeks and tried to fly as often as I could - which turned out to be about 4 -5 das a week. Retention was excellent and the learning much less frustrating than what it could have been. I am not completely sure about a really compressed schedule like 2 weeks. Maybe it will be overwhelming?

I agree .. Get the instrument rating ASAP. I dont see a need for more cross country experience before learning a completely orthogonal set of skills (flying by instruments) that will make literally save your life some day if you do any real cross country.

Yes you can reduce power to whatever, but you wont get the miles per gallon of a J. The MPG only matters ofcourse, if you have to go somewhere local for the hamburger. If you just do some air work and return to your starting point, you should be able to get the fuel flow down to a level where the fuel bill wont gouge a huge hole in your pockets. However, you would also like to get some decent oil and CHT temps while you are doing this in order to get rid of moisture from oil for example. So that would set a lower bound for your MPG and fuel flow. I am not biased against rockets, because I am looking to buy one myself.

Not sure .. Anyway its out for the overhaul, might as well do it while the engine is out.

Thats sad news considering how well the pilot did in this situation. Although the force in the horizontal direction seems to have been minor (fuselage is not scrunched lengthwise), there might have been severe vertical forces from the bumpy surface causing spine injuries. We should remember to adopt the brace position in all off airport landings I think (not sure how the pilot does that)