Bolter

The heat exchanger is typically called a "recuperator" and recuperates waste heat from the exhaust back into the thermodynamic cycle of the gas turbine. A land based gas turbine of similar size is from Capstone Turbine, and produced by the thousands since 1998, available today. That recuperator is very effective, doubling the total gas turbine cycle efficiency (from about 15% to about 30%), but very heavy, as it is land based. It proves the cycle out, but not aerospace ready. The cost of the recuperator is a major portion of the total system cost, just as it is a major part of the weight, not just an accessory. For aircraft, the recuperator effectiveness will depend greatly on size and therefore weight. Very difficult to make a solution that meets weight and cost targets. It is also a highly aggressive environment of massive thermal cycles from cold soak to +1000F exhaust temp on the hot side, plus a thermal differential with maybe 400F on the cold side. The exhaust gas is also highly corrosive at these temperatures, requiring fancier alloys (including Inconel 625 as a popular choice) Turb-Aero (https://turb.aero/) has a similar solution but with 2 spools like PT6. Also a long way from being availble for sale. -dan

I found internal fuel component leaks from dried out or ageing components, I think the engine driven fuel pump and flow divider. The dying on roll out was rare, then became more common as the components got worse in ananalog kid of way. Rebuilt all fuel system components and tuned per the manual, and the problem was positively gone. Other than the stalling on roll out, there was no external indicator of the significant problem inside the fuel system.

If you literally cut the wings off, won't they be useless because of the continuous spar? It would be a totally different disassembly if you want to fit the plane on a truck or in a container, AND have the wing repairable. The popular options appear to be removing the total wing, or removing the tail, and carrying the fuselage sideways on the truck. Either way, the wing spar is left intact.

At my old airport, Whiteman KWHP in LA, someone was working on a C or E, and when they swung the gear, the front wheel caught the ground, and pulled it off the jacks. Same wing damage. Most likely the jacks leaked a little overnight, so the plane was just enough lower. I am told that the plane was repaired. It was reskinned, as nothing substantial awas broken internally.

I knew less before I watched that video. Is the timing a fixed thing based on where that post is located? The catch is tripped, the mag spins enough to make a spark, and does so based on the mechanical location of the catch pin and the rotating tooth. When running, the points take over the timing.

When using Inconel, do you get infinite exhaust life in this application? I expect you could plan to use the exhaust on your next engine, as-is. In my day job, I specify Inconel 718 for almost everything. High temp capable, exceptional fatigue, my favorite alloy. I expect you use Inconel 625? Similar enough and better welding. If you use thinner stock due to superior properties, you may end up overall lighter.

That is for Houston Tank Specialists?

@Mooney810 Was your 15 hours of required transition training for insurance with a Mooney experienced pilot or someone at least used to training beyond typical trainers (like 172)? What you are describing does not sound like standard practice for our planes. As @Hank says, leaning during runup is the anomaly event for high altitude airports. And you would not use that lean setting for takeoff, except for a high altitude airport. I would expect the CFI with appropriate experience to instruct you differently. Not trying to be rude, but you may still need proper instruction to manage the plane despite meeting the insurance requirement. Where are you located? Add that to your profile. Maybe someone in the area can meet with you and discuss it with you in person? I am in the Seattle area, if that helps. There are also Mooney instructors on here who may be in your area. Look at the MAPA pilot proficiency courses as well: https://www.mooneysafety.com/ (see the bottom of page for dates and locations, next is Henderson, NV) I had a J with nearly the same engine as your F, namely a 200HP Lycoming 360 with fuel injection. Standard practice is as you will find on many posts on MS: Full power takeoff, cowl flaps open for cooling RESIST the 25x25 old wives tale. Climb with full power, full prop, full rich. Then Leaning as required as you get up in altitude, staying on the rich side. In cooler weather, put cowl flaps into trail position. Leveling off to cruise, leave WOT, turn back RPM to 2500 or 2600 as you like (I often used 2600, especially at altitudes 8k and over), lean to your preferred setpoint. I used LOP happily and had an engine monitor to feel confident all cylinders were leaned and at safe temps. If using single point EGT and CHT, then consider staying ROP unless you are over 10k and confident your are low enough on power to lean without concerns. Cowl flaps as required for your weather conditions. If you are flying relatively low, such as 3k, you may need to throttle back and turn down RPM to keep heat and fuel consupmtion under control. And always check your gear is down and say it out loud several times on your approach to landing. -dan

I went down an internet rabbit hole, and was reading about the Medicine Bow mail airport from the 1930's. There was a history written by a woman who's father was the caretaker for many years, and lived at the airport. This story of a an early passenger/mail combo flight that was forced down due to extreme winter weather caught my attention (my underline): The temperatures were below zero, and the pilot was afraid that the oil would become too thick if left in the plane on the field overnight, and that the plane could not be started once the weather cleared and the "ship" was permitted to continue the flight. The oil was drained from the motor into one of Mother's galvanized wash tubs, which was placed on her kitchen stove for the night to keep warm.. The following morning, the weather cleared and the pilot was permitted to take off. The oil was poured back into the engine, the passengers were picked up from the hotel, and the plane continued its trip. Makes me appreciate my multi-weight oil and Reiff heaters much more! https://www.airmailaviator.com/blog/preserving-our-heritage-an-update-on-the-airport-weather-house#comments https://www.atchistory.org/wp-content/uploads/2018/08/MedicineBowHistory_all.pdf https://bigfoot99.com/bigfoot99-news/colorado-pilot-raising-money-for-a-carbon-county-airport/?utm_source=rss&utm_medium=rss&utm_campaign=colorado-pilot-raising-money-for-a-carbon-county-airport

Enjoy the adventure. I have great memories of planning (and often modifying) and completing long cross country trips to new places. Like so many things, others will have done more, and some others done less, so just value what it meant for you.

I like the Bolt. It is well priced, great range for the price point, and honestly practical car. They are a bargain on the Hertz used car site, right now. Whereas the Tesla's and most other EV's are competing in a space where they emphasize the acceleration potential and luxury or high-tech features, the Bolt is what EV's should be for the average person. If I had the parking space at home, I was going to get a Bolt for a daily driver over my 3/4 ton diesel. It would pay for itself in a few years.

I suddenly feel so decadent with a 2007 Chevy pickup!

How far do you plan to go, and starting from where? There are several shops, often near the coast, that support ferry tank installation. This global flight started with a Turtle-Pac installed by Air Mods in NJ: https://www.pieternel.net/rtw/the-round-the-world-aircraft-n5810t/ - makes the reference on this page Some others get tanks installed in KSMX Santa Maria, CA before launching over the Pacific. Not sure the vendor there. Skyview Aviation at Tracy Municipal Airport installs ferry tanks, and may give advice, too.

Regardless of the words used, I see this as double billing when your plane is in the hangar of the private business that is already paying for that work space.

There are cable lube tools. I used one like this on my motorcycle cables. It can fit over the cable without disconnecting the end. Not sure there is enough room in your photo, but maybe. When it makes a good seal, it will shoot stuff out the other end with great vigor. Have a rag in place to catch it all. https://www.amazon.com/HAOWUJIN-Motorcycle-Bicycle-Scooter-Off-white/dp/B0CX93HGKR/ref=sr_1_1_sspa?crid=1NGTXVXDPU0IY&dib=eyJ2IjoiMSJ9.-qEdP13eKy3IwIKrtRdmzv_8AkayO4l_w9kVXMVBVHBu--dwE2yuLiNpM3phN6cItfQhiYuUHM_bbrL3WmMPc847MbE7IB1nTIEpUA0rCh9SEauqoHcR7ujQPZkJPrO62KJaq4UHNBnKPlubeJlhedICfif5j235QdPDMOwJmTvdfSwzBpo-NFVS398PD7I4lLjsT7iiGA8hR5qm3VOYY0_1Xnelnn4uCt38SsexquWgozhGh5Q0lhSoS6cMr2a-jMYgz6ZbLOI4-pVkaUD52CEmOsRM_NfI0fAOcmaCr0w.8ohdR_cooty35MuX0HTSAAFSMrxTX-6C7nUn5GQb3mQ&dib_tag=se&keywords=motorcycle+cable+lube+tool&qid=1736967885&sprefix=cable+lube%2Caps%2C178&sr=8-1-spons&sp_csd=d2lkZ2V0TmFtZT1zcF9hdGY&psc=1