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First need to clarify if the OP simply has obstructive sleep apnea, or actual anemia interrelated with some sort of sleep problem. If it's "only" OSA, the special-issuance medical has become very common and arguably trivial compared with other denials (I speak from experience, I've been carrying a 2nd class SI medical with OSA for years). Make an appointment with a sleep clinic. Meet the doc and pick up the at-home-sleep-test-equipment (make sure it's "Type II", see https://www.faa.gov/ame_guide/media/OSA_FAQs.pdf). Wear the test equipment one night, send results to the clinic. For better or worse, you're essentially guaranteed to receive a diagnosis for OSA and a recommendation to treat with CPAP therapy. Buy the CPAP equipment and get used to sleeping with it (this is the hardest part, but you can do it). As soon as you and your doc agree you are "tolerating therapy", you can apply for the SI. Downtime on this is measured in weeks, not years, and you can fly with a PIC-current qualified pilot and/or instructor while waiting on the process. There are treatments other than CPAP such as dental devices, but I can't speak to that personally.

I've been living with the factory-installed black knob in my C for 18 years now . . . .

Check with Mooney salvage yards for the vent piece. I would just paint the knob with blue paint.

Yes and no. There’s issues between FSDO’s and MIDO on this. To this day, FSDO’s are saying at IA renewal clinics that owners can get together to share in the cost of making the same unavailable part as a group. So, do we need to ask every FSDO and every MIDO if they agree on this or just the one covering the geographical area you are in? All communications with the FAA in regards to parts should be recorded or in e-mail format only because it’s likely you’ll need to remind them of what they said!

@anthonydesmet if the flight bars are always down when selecting alt hold and the aircraft follows, but works fine without alt hold selected. My guess is something has failed on the alt hold board inside the KC295 flight computer. Normally when this happens its a problem with the transducer assembly or the custom IC on that board. Unfortunately, both of those components are no longer available and must be sourced from known good working units. You could try disconnecting the static line to the computer and retest on the ground to see if there was any blockage in the line. However, I would not be surprised to hear that it works exactly the same on the ground when selecting alt hold. These failures are becoming more common as the systems continue to age. If you have a local avionics shop that has the flight line tester, there is a test point that will tell you what the output of the transducer is. Ideally, it should be around 0vdc. Applying pressure or vacuum to the transducer port will cause the voltage to change. When they fail, they normally get stuck at a certain voltage. Sometimes you can beat on the KC295 outer case a couple of times and they will start to act normal, but at some point the issue will come back.

Those numbers look good. There is a relationship between timing and CHT/TIT. High CHT with low TIT you should retard the timing slightly. @jetdriven installed a SureFly last annual. I had higher CHTs and lower TIT, so the retarded the timing about 1 degree. That brought CHTs down and TIT up.

IIRC the BasicMed provisions state that the paperwork be kept in your PILOT logbook. I leave my paper logbook at home. I have electronic on my phone if needed.

In my case, it's coordination and keeping ahead of the game. I have to do the online course every two years anyway. Since I'm getting my annual checkup anyway, why not sync the two? I don't see a downside. And if I need to change docs, I have the extra buffer.

It is self managed. Like your Flight Review. For the course, the date of the last time you took that is in your FAA pilot data. Look yourself up in the Airman Database and it shows there.

If you are dropping the exhaust and it has more than 1000h and most of it was put on by a previous owner overhauling that exhaust might be an excellent idea for the reasons stated above. There is an SB installing an additional firewall baffle above the wastegate and behind the turbo transition Y, make sure that is installed

You have to be very careful with making more than a part for YOUR airplane. They group that tried this with the J bar locks ran into issues.

You'd think it would be easy to sell the most in demand parts that have long lead times, like an intake boot... I just don't think Mooney/LASAR have it as easy as people think. While it appears from the outside they could be managed better, I also believe that they have people who are doing the best they can.

I am ordering a cylinder today so I have it and never need it, 3 months is awesome!

Nope. And I don't expect them to. Not even sure I want them to.

FAA Airmen database.

Solid ^^

Hi @RotorheadUK, I just stumbled across this post. Any updates on the project ? Best regards!

How much?

Would be interesting to gather some more information here... I assume regarding EGT is where the probes are mounted/drilled in the exhaust. Or are they "factory drilled" at exactly the same position? Also with TIT Probe, is that location always the same on all -MB / -SB

I am looking for the interior piece that goes right under the throttle quadrant which allows for airflow and cabin heat. The plastic edging on my part is coming undone causing the metal flap to fallout. Also can someone please tell me where i can buy a BLUE prop lever handle because the Mooney currently has a black one and I would like to replace it with a blue one. Please see images.

Have not had any issue but have a concern with the cht being high. When in cruise flight they cool down and in a cruise climb at 120mph they are running at the edge of the green arch. Also in ground operation with cowl flaps open CHT rises pretty rapidly not to exceed the red line. Attached is a picture of the engine temps and instrumentation, picture was taken during a steep turn maneuver, but have been seeing the same indications up until reaching cruise flight and then closing cowl flaps after seeing cht decreasing. Not sure if it may be faulty due to oil temp running cool. Engine only has 50 hours SMOH.

bump

I fly about 8-10 hours a month for work and usually only spend an hour or so on the ground at my destination. For this reason, I frequently fly both outbound and return legs under very similar conditions. That being said it’s nearly impossible to account for all the variables to get a true no wind block speed. Winds she. You might get additional vectors or asked to reduce speed or be given a 360 for spacing or have to extend you downwind as your cleared #3 for landing. The more data you have the less the noise matters.

UL is currently 1059lbs. She flys better than she looks…

No I also don’t have my addy posted on the FAA site so I don’t get spammed by AMEs My electronic log (and boss) track this