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Well, I was resisting but since you asked… The 80% was probably real. The phrase “got up to 80” really concerns me because most people don’t make great choices when they’re really hypoxic. I wrote a letter to the editor recently to one of the big flying magazines who published an article about hypoxia and didn’t even mention just buying a pulse ox and using it. Crazy. I don’t care where it’s made- the $20 pulse ox you buy on Amazon is probably WAY better at estimating your oxygen saturation than you are. I’m not a huge fan of boost cans since when people are hypoxic for a while it can take quite a bit of time to recover. Given the cost of an oxygen system is basically a couple of tanks of fuel I really don’t understand why everyone doesn’t use it.

I run a boom cannula now, which is super convenient. I run a Mountain High O2D2 and set it in D5. So O2 starts at 5000 feet. I was the the guy when we did the altitude chamber in the USAF that was functional at 250 ( I think we did the mask off at that pressure altitude, but maybe lower). They gave up on me getting too hypoxic to function. But now days, over 8 - 9000 and I can feel it. O2 is cheap.

In the old days in my F when I came back from Vegas I did so at 11,500 for the cool air and the best tailwind. Later when I got my K (it had oxygen) I always came back at 250 for the speed. Everybody used cannulas then. I only had one problem on those flights in the F. When I got back to my hometown I couldn't find the airport. I had been here maybe 1,000 times and I couldn't find the airport? Really? I played dumb and had approach guide me in. Fast forward to 2023. Blood oxygen meters are cheap now and every geezer needs one beside his bed. I bought one for my O. (It doesn't have oxygen.) I went to Philadelphia last week. I went at 11,500. My fingers stated tingling. I don't want to tell you my numbers or you might call 911 but I think you need to buy a blood oxygen meter for your airplane. They are cheap. Even for a CB.

All, Thanks for the input and feedback. Yes there is additional paperwork for O/H components, Counterweights, Idler Gear, Gear, Crankshaft, connecting rods, crankcase, some items do list their individual SN but nothing mentions the engine SN. Unfortunately the airframe logbook does mention the reinstallation of engine but no SN is present. I 100% believe that this is just a admin error, I'm not trying to find leverage over the seller, or make mountains out of mole hills. Engine hours have a direct effect on the A/C value, and the bank does care about that. My hope was that someone would have recognized their engine SN then the shop the A/C is at could in good faith correct the logbook with a detailed entry etc. I am committed to this airplane the seller is a stand up gentleman and has been a pleasure to work with, was looking for an out of the box solution to a paperwork problem. Andy

I lost the MVP picture for temp when the site dumped pictures awhile ago so can’t calculate but probably about that. FL190-210 is the sweet spot of 160-170. After that you are losing a lot of power and the control surfaces are real slop. I would have been around 23/26 or lower. I am waiting to get long range tanks because I do KJMS/KTOR to KLZU which unless things are perfect I have to stop. Just a little more gas and it is almost always 200KTS plus GS. RayJay has been a nice tool in the chest and I have probably used it the most to top tstorms. You can’t get over the big cells but you can get above the underneath and see them clearly to dart around them. That being said have jumped on top of some crazy stuff as well.

Nope I am a logistics/air cargo guy but I did watch a lot of ER back in the day. I am also a pack a day smoker for 40yrs so if my pulse ox stays above 95 at 9-11000 and yours is 80 probably not good.

FTR, if my memory is correct @M20F is also a physician. At 80% PIC status may be more accurately pilot observing rather than in command Sent from my iPhone using Tapatalk

Meh. That thing will never see the light of day.. But, this may??? https://www.jetsonaero.com/ Would love to get my hands on one of those

That's an idea, there might be something in the maintenance logs. Its a very thick folder and I'm a bad person and never looked at them. ( When I bought the plane the price was right for the condition and after that it kept flying fine and I never needed to look). My mechanic has them, I'll visit him later this week. I can imagine telling passengers that the duct tape is legal but a neat hose fitting is not legal. The risks we are forced to take in the name of safety...

Another thing that helps is taking consistent deep breaths. It's hard to remember to keep it up, but it can make a big difference. I've seen my saturation levels go up significantly just by doing that.

Totally agree. I grew up flying at 14k in a ragged out cessna with my dad. We lived at 7,000’ and I thought nothing of it. Now if i fly above 10k for more than an hour or so, I feel it. I have a portable D cylinder and it is a magical difference on post flight feel (and O2 in flight). I’m going to get an inogen g5 and start using it all the time. It’s lighter and smaller than the bottle and never needs refills.

I would just cross it out with a note that said “??? Huh, doesn’t belong in this logbook” and sign it as the airplane owner. Nobody will ever care. From a legal standpoint, it doesn’t mean jack. You are only required to keep maintenance records till the next annual. From a practical standpoint, It is a lot easier to prove things if the original sign offs can be found. Plus the world puts value on maintenance records far beyond what is legally required.

Well, it’s right next to the oxygen tank so you don’t have to bother looking for a place to land.

https://alef.aero/preorder.html My favorite part is “if you want to go faster then 25 mph, just fly!”

If you are interested in an overview of the weather for those flying to AirVenture this year, please check out my AirVenture Daily Weather Roundup. I will be broadcasting these live starting on Tuesday, July 18th at 8 a.m. EDT on my YouTube channel @ezwxbrief - or you can view the recorded version at a later time. The broadcast will be daily through Friday, July 21st at the same time. I'll have a booth in Hangar C during the event (EZWxBrief) if you want to stop by and say hello or attend one or more of the eight presentations I'll be doing throughout the week.

-67F at 1700 SHP is a hell of a thing

Sunday returning from New Mexico- avoiding thunderstorms at 7,500 ft. over eastern Arkansas. We cinched up before going under this stuff. To our pleasant surprise, it was smooth as glass.

Flight to Lubbock was good, got a chance to see what it’s like taking 3 adults and density altitude of 6500 ft was like. She did ok, required a higher fuel flow to keep cool. Stormscope acted up so, that will be switched out. Right fuel sender will be sent for overhaul, noticed it was wiggling too much for my liking. 3 weeks and she’ll be at Maxwells for a right tank patch. Seems maintenance is an on going process for this old gal but, she does like to fly! Bought an IcyBreeze and Wing View tint - the tint works great and made for a very comfortable trip! I really like I can move those as needed… waiting on the IcyBreeze - made in Sweetwater! -Don

You notice they don’t fly it any higher than they are willing to crash and always over nice soft sand.

When we bought our house there was a feral cat that roamed the back yards on our street. We never saw rats or even squirrels. Ten years later the cat is gone and the squirrels and rats moved in. There's a neighborhood that shares a brick wall to the end of the taxiway in front of my hangar. I see cats on the wall all the time. I have had glue traps in my hangar for years, never had a single mouse. When I was based at a different airport surrounded by fields I had mice in the glue traps on a regular basis.

Just don't stick your hand out!

Heck, I did that with a Crop Duster and still was climbing in excess of 1,000 FPM

Reminds me of the story from 2019 where Uber will have flying taxis in service by 2023.

When I did the PROTE exercise they had us write down our pulse ox numbers every minute. I had 84, 71, 72, 64, 64%. I was functional the whole time, but definitely impaired at the end. I was still answering questions okay and got my mask on by myself when they ended the exercise, but my fine motor skills were crap. I've had low numbers in the airplane, too (80s), and sometimes it seems like maybe it's a sensor consistency issue, but always worth getting concerned.

Ahhh, that makes sense!

Massives are nice, you don’t feel as bad when you drop one on the floor and beak it. Finewires are better though, I won’t go back.

RayJays don’t have intercoolers so you are pushing really hot air into the cylinders. You need to run really rich (I am almost 12GPH at 190). I don’t believe the electro air is approved for turbos and if it is variable timing you will have a bad day if you lose your manifold sensor. That being said with unpressurized mags weird things can happen at altitude. What altitude are you noticing the roughness at? Mine is pretty solid to FL190 and starts to get progressively wonky after that.

Should have kept the F they do 250 with no issues.

I would just have the engine removed and replaced with factory new and be sure the logbook is correct this time.....

MT's sure look good the moment they're bolted on, but the love affair is short. You'll get tired of cleaning grease from your windshield, and paying your mechanic to constantly replace lost filler around the leading edges, sanding and painting the blades, and resealing a few times before it reaches TBO. If you want sexy without the hassles, you want a Hartzell composite prop. They are a work of art, and highly durable.

I do the same. I got a used one off ebay and stripped and repainted it, put new o-rings on it, etc., and keep it in a baggy in my luggage hatch. I was on a long trip once with a buddy in his airplane and we managed to leave one of the caps for his plane at a fuel stop. We didn't notice it until we got to our destination and were tying down. Taped some plastic over it and went on a hunt for a replacement in BFE rural central plains states US. Turned out the cap from a Harbor Freight generator at the time fit a Cherokee. Since that sort of thing isn't possible with a Mooney I figured I should get a spare.

I'm struggling to see why the shop would care. A buyer can make an issue out of anything they want, whether it makes sense or not, if they think they can use it to negotiate a lower price. In this case the buyer may elect to do that. This buyer then has the option to deal with the records however they see fit after the fact.

We fly on the O2 every time we go on anything other than a local flight. We usually put the cannulas on before take off and turn on the O2 at 8000’ while climbing and off at 8000’ while descending.

I’ve made a habit of using 02 when I will be at 10k and above. Not for everyone but works for me. Sent from my iPhone using Tapatalk

These systems are pretty simple, and they tend to run without too much trouble. I would check the upper deck lines, and make sure they are connected and/or not broken, and check the air box where it is connected to. There are some special seals for the injectors so make sure they are in good shape. If you are seeing good GAMI spreads during NA operation, I would think a lower induction leak would show up there as well, and a leak at the airbox would show low boost not necessarily roughness when the turbo is engaged. I had quite a few leaks at the airbox and the turbo ran but did not have super good boost.

Great! Now I have one more thing to worry about. I carry a spare cap to guard against the possibility that one gets left sitting unnoticed on the wing, and fuel is gushing out after takeoff. Never occurred to me that someone might steal all of them. Mine don't have lanyards.

So glad I had the forethought to put a retractable hook in the floor of my hangar. It’s reinforced 6” down with 12” rebar horizontally. Now, I just use a cable turnbuckle with A threaded clamp on each end. Completely adjustable and stable.

However, if someone is interested in joining me, please be aware that the ability to repair/replace things like outside solar lighting and pool filters is a definite plus! Thanks so much to @neilpilot for all his expertise in the air and on the ground

I would recommend, if you haven´t done so already, to hire Savvy Maintenance service. They do not do maintenance, they assist you in troubleshooting, finding mechanics and handling the communication with them. And what's even better, and if you are going to be an owner involved in your aircraft maintenance (which you should be), you will learn a lot from them. I know I will infuriate some of the fundamentalist of Don Maxwell, but there are many horror stories with his shop too. So no mechanic is perfect, much less a shop. I have had a very bad experience with Maxwell (a job that was estimated by Don himself to cost 15k and take 3 weeks ended up costing 35k and taking 10 months, without discussing with me any change of the estimate, I was kept in the dark until the moment they finished the work, when they produced an invoice more than 2x the original estimate). Maybe as your dad is an old friend of him, then you're in the group of people that are given special treatment, but just don´t blindly trust any shop.

Boy do I disagree with your comments. I have had my Bravo for 31 years and flown it over 4,100 hours and there is no way the maintenance is 1-2 hours for each hour flown. If it were that much, I'd have gotten rid of it long ago. And as Top Gun would attest, It gets everything it wants and then some. I don't skimp on anything.

It would be best to ask the shop what kind of projects they could realistically complete in roughly 12 hours. It’s likely not a lot. Personally I would ditch the ADF because I don’t like keeping things around that aren’t useful. The storm scope could be very useful if you are planning on flying a lot of IFR, I would keep it. I wouldn’t start moving around engine instruments, they may end up all being replaced by a new primary Instrument in the future anyway. I didn’t end up taking my own advice and incrementally spent about what I could have paid for a primary engine monitor. I like my set up but if I had to do it over again I would have bought a GI 275 engine monitor. All these suggestions are based on my preferences of course. The beauty of owning your own plane is you can do whatever you want to do with it.

I am going to do a major Overhaul. The cylinders I have were re-worked when they went on 550 hrs ago. I think this is what you were asking @hammdo

Having been involved for years in fleet operations, they all have some variance. The worst was the DC-9's which were like a box of chocolates. The most consistent is Airbus. Airlines have to keep historical data on each ship and its performance and every airplane has a "plus and minus" from the book standard which is accounted for in the flight plan software by ship number. Lockheed always had the highest percentage "plus airframes", Airbus the most "at book" and Douglas the most dogs. Some of that is engine, some is airframe, but when you look at new airframes with new engines, the percentages seem to hold. Usually wide variances plus and minus is poor manufacturing, consistency shows tight manufacturing and good flight test and lots of plus shows generally conservative flight test.

If you have 15 minutes of your attention to spare, I wrote a long and descriptive bad PIREP for an overhaul shop. I touch on this topic quite a bit. The short of it is, I waited about a year, let the emotions settle, got several second opinions, and gave the shop beyond ample time to do ANYTHING to correct some stuff they even admitted, in writing, was very poorly done. My stance was, had they made even the slightest effort, I’d have just let it go, never used them again, and kept my mouth shut. But, since no such effort was made, I had no second thoughts about making my experience widely known and heavily documented. That is sort of my calculus. If you’re too big of a baby to hash it out with your customers, good riddance.

We stopped there both ways on the trip to Longview, TX for MooneyMax. If I had some 5 gallons jugs, I would have filled those up too.

Multipass!

When I fly in the US, towers never seem to issue me a SID. I'm Canada, expect towers to issue you a SID if you are departing IFR. As a controller here in Canada, probably the most common mistake I see US GA pilots make when flying IFR is they blow the SID, I'm guessing it's that you're not used to getting them. Your cleared altitude on departure is listed in the SID along with heading/route to fly - don't climb to flight planned altitude and turn on course, fly the SID until cleared otherwise. As others have mentioned, if you go into a non-towered airport, the 45 to downwind is not an accepted way of entering the traffic pattern in Canada. Either cross mid field at circuit altitude and join mid downwind, or if it doesn't conflict with other traffic you can enter direct into the downwind. I've never flown into YUL, the fees are expensive, so unless it's right where you need to be for work and work is paying the bill, I think St. Hubert would be a better choice and they have customs there. Have a great trip, Montreal is fun, I'm going there tomorrow. Be sure to visit the old city, it's like being in Europe. Steve

I am from montreal and have done the trip to and from the US at least a dozen times. Like some have said, do not fly into CYUL, landing fees in the hundreds of dollars. I would clear customs either in Cornwall CYCC, Bromont CZBM or Mirabel CYMX. Call the canpass number and let them give you some options but those are the ones i use. If CYHU is an option for customs, go there and leave your plane there at the Pascan FBO. Someone mentioned something about not saying Mooney Nxxxx, I say Mooney Nxxx all the time and they are not phased by it. In fact, they will ask you what type you are flying and that just saves some time. Some people speak french on the radio in quebec which i find to be completely ridiculous given that lots of pilots on the radio can't understand it. Other than that, flying in Canada is virtually identical to flying in the states. If flying into an uncontrolled field, the pattern entry procedure is different. In terms of xpndr, only mode c is required, nothing else. When you land, you call the same canpass number (you don't need to be a canpass member, but that phone number is for all ga arrivals) and tell them you've landed, that's literally it. Going back to the US is the most annoying part. Filing eapis, calling customs at least 2 hours before, making an appointment, advising if the time changes, etc... Edit: just realized you said you are flying for work, if work is paying your landing fee then by all means, go to CYUL and spend $$$ parking at one of the FBOs there.

OP here. I went ahead and purchased the 0.08 AMU kit from Aircraft Spruce about a month or so ago and then I got to talking to my avionics guy about how to approach the installation. I showed him pictures from this site and the example installations from Spruce's website. Well we got to talking while looking over my airplane and one thing led to another... Two days later...