cliffy

To the OP- It sounds like your O2 tank timed out so you changed it out. If so (IIRC) are you aware of the ":suggested" overhaul time limit for the regulator also? If not might be something to look into if you go up high into hypoxia country.

I live in the desert We don't know about landing on water :-)

Anyone ever used Gibson Aviation El Reno OK for cylinder overhaul? I had a question come up at the airport about doing a top overhaul on a higher time O-470-R (1200 hrs) wanting to go over TBO on the bottom end. (1500 hrs TBO) I've never had occasion to use them. Looks like they do "Service Limits" stuff but if they last 500-600 hrs seems it might be a choice. They've been around a long time All ears!

Don I've read your postings for years and respected every one of them. I too, can see the sun setting on over 60 years of flying (I'm 7 years behind you). I'd like to do 3 or 4 more years before pulling the plug but I do watch the cognitive process very closely and I will pull the plug myself (just like you) before its pulled for me. I gave up IMC years ago and now only do Day VFR. I can see a day not to distant when I may have to forsake the Mooney for a fixed gear from the dark side. I may even go ultralight single seat in the end just to "fly around and bore holes in the sky" on calm clear days :-) Do use all a favor and do more postings- we like reading them!

In one word- NO

Looking into new tablet for my wife's AVARE (she loves the program) and specifically looking at NITS for illumination The best I'm seeing are around 1,000 nits Avare has their own at 2600 nits. Ipad shows no nit figure (not android anyway) Anyone seeing currently offered tablets with high nits?

Just as a side note- My Commercial Test check ride consisted of 4 spins and two turns about points in my Cessna 140! Nothing else And it was given by a retired head of (in those days) the local GADO. I was doing spins in 150s long before my PPL. Find an aerobatic 150 and go play with it with an instructor. You'll enjoy it and take the mystery out of spins.

Sorry to disagree but those screws go into what are called "Tinnerman" nuts. These are formed and bent sheet metal nuts that use #8 "Type B" blunt end screws Because the (technical term) thread/pitch of the proper screw is different than a plain pointed end sheet metal screw Check the Parts manual (right here on MS) for the proper screw to use.

I had a conversation with Bill Wheat (RIP) THE GURU of Mooney flight testing while in Kerrville many years ago. We touched on spins in Mooneys in that conversation. He stated that he once (while doing spin testing for Mooney) had one stay locked in the spin for 5 (FIVE) full rotations He said he almost didn't get out of it and NEVER wanted to do it again. So, DON'T INTENTIONALLY SPIN MOONEYS !! Enough said!

IIRC IF the tube OD is worn the limit is 10% of the tube wall thickness. After that its junk.

If you get to So Utah stop at St George (my home airport) Dinner is on me. Fly over Bryce canyon and Zion park then go to Page AZ @ 45 mins east. From there I'll tell you how to do a Lake Powell air tour (NOT to be missed, about 30 mins high red rock cliffs and bluffs against deep blue water). From there you can transit the Grand Canyon both south and north thru several authorized pathways (10,500' and 11,500' no lower) Use the Grand Canyon Special Use airspace chart. From there go to Monument Valley for a look see and then on your way south or west. Just be aware out here airports are sometime a long way away. Have your alternates in mind for every leg.

Is it just me or are we looking at pictures AFTER the rescue squad has cut the cockpit open to extract the occupants?

Halos are sold Sorry

That's the route I was on (Accutrak-Accuflite) for my C until I looked at the economics of the Aercruze 100. I'm now very glad I went that route. It will GPSS off a Garmin GPS navigator and no more huff and puff bellows to worry about.

Oil pressure is not your problem Engine oil leaks don't DRIP from the pressure side of the oil system. Oil leaks are not that hard to find usually There are not that many places leaks can occur. Leaks can come from the rocker box drain lines that have the rubber hose connections. Have these ever been replaced? They are not hard to do and just tightening the clamps will not always stop the leaks if they are old-replace them Leaks at the base of the cylinder (s) is another matter as is a cracked case. A cracked case is a grounding issue "Suspected" cracked case is not a viable action to determine the need for a new engine It HAS to be verified that it is cracked not just suspected. Have the bolts holding the bottom oil sump been checked for torque? Is the leak at that parting surface? Lots of things to check before a new engine is called for. Your shop needs to wash the engine completely and then check it for leaks after a short flight. Finding leaks is not rocket science Verifying where they are coming from and fixing them is not that hard for a decent shop. Verify where they are coming from and fix them It may take a few flights. It can be any accessory on the rear of the engine leaking, tach drive seal, prop gov leaking, but they can be found. The BIG issues would be cylinder base leaks and a VERIFIED cracked case leak. Cylinder base leaks can be repaired with the top overhaul NOT a full overhaul (it would be the cylinder base oring leaking) A c racked crankcase is another matter requiring full overhaul. AN "Old school" trick from 50 years ago was if the leak was at a parting surface and the bolts were correctly torqued and if it still leaked- 5 min epoxy was spread on the parting surface and the leak went away :-) Just "old school" operations NOT FAA approved. How many years since overhaul? Ever had a top overhaul? You have a lot of items to check and fix before you spend the money for a new engine