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He can't help himself from responding to nearly every post. One of my favorite quotes: “Perhaps you should occasionally allow yourself the luxury of an unexpressed thought.” ―William P. Barr 1850

I contacted Sensorcon as that 15% off code did not work. He advised to use code MOONEY20 for 20% off their AV8 series detectors.

Thank goodness you’re here to tell us what we were doing wrong all these years. (PS- we do have a considerable number of current and former airline pilots here on MooneySpace.)

Sadly (for your checkbook), I was being conservative! It will do that in the mid teens, but it’s even faster if you’re willing to go to ~19 or 20k. Still on 10.4gph which is 65% power. I loved my F, but the 252 has been a gamechanger for us in Spokane. Many of the places we go, it cuts 30minutes to an hour off the flight (tailwind and the extra speed) and it’s much smoother in the mid teens.

EGADS! That's fantastic. I'm holding you responsible if I sell my F to buy a 252!!

**Don't feed the troll, don't feed the troll** Oh well... It's the approach at my home airport that I have flown enough that it is committed to memory. Isn't that how everyone's mind works? Did you miss the part where I said I still use my EFB on every approach? Good grief.

The first video on our RTW trip is online. It’s quite short and provides an overview:

A good relationship with you AP/IA is invaluable. There are a number of things that I have texted mine to ask if he was okay with me taking care of. Sometimes it's "Yes, go ahead," and others it is "Sure, but let me see it when you're done and get a logbook entry for you."

I couldn't hear it, so can't answer, but I never had trouble communicating. Mynwife has made calls from the air near landing with no issues or complaints from who she called.

Just get some cold patch and make some ramps. Put some pieces of plywood on the cold patch and drive your truck over them a few times. https://www.homedepot.com/b/Building-Materials-Concrete-Cement-Masonry-Asphalt-Repair/N-5yc1vZc867?

You will fit. Al Mooney was 6'4" or 6'7" I am 6'9" and fit in an F and a Eagle. You should probably add Acclaim to your search. Newer airframe, Turbo and won't have to spend money on upgrades. The Mooney Eagle is fun and I can dial it back and fly 10mph faster than the F model at 11 GPH. so that is fun. Not sure what the Turbo will do. Even at 175 knots it is still a 14ish fuel burn.

UV dye is great to find leaks. Wash the engine with mineral spirits. Add a small amount of dye into oil. Run for 2 minutes. In darkened area (hangar is fine) go over with UV light. Oil leaks glow.

Had the exhaust assembly removed today. Two cracks in the muffler: one you could slide a quarter through and another smaller one. The shroud appears to have been 'modified' by the prior owner and cut on one end. The adventure never ends!

The most common method for the tailpipe strap is to cut the sidewall out of an old tire. A good sharp Stanley utility knife is your friend here.

Kind of cool to see how the other people live....meaning poor non-Mooney owners.....

I’m pretty sure the Spitfire doesn’t have a TOGA button….

I’m curious what the results of the inflight cylinder lean test will be… you’ve already gone through the intake and exhaust for issues. And the plug swapout. Otherwise, something in the valve train? Pushrods/lifters/cam lobes. The fact that the problem followed after the cylinder change points to what has commonality between the old and new cylinders.

Same lower end. Narrow deck.

I have the rich carb and run 19 gph on take off. It is just the one cylinder and has repeated itself from the previous cylinder. Both were new and both had this happen immediately and throughout break in. The cylinder before these two ran just fine and ran relatively cool in the mid to upper 300's like my other 3 cylinders do. I don't really think it is a dog house issue or a carb issue since I have three cylinders that run in the mid to upper 300's and barely kiss 400 in climb out in a hot Texas summer and one cylinder that runs 480 on climb out and 430 in cruise on a hot or frigid day. (one day flown last week in the upper 30's. Frigid for Texas)

I've been very impressed with the DC One-X(P). I wanted some passive attentuation, so I didn't look at the A20 and A30 beyond just making sure they weren't subjectively that much better to me. My toughest choice was between the Zulu 3 (very well-built) and the One-X(P) (P is the LEMO plug option). Voice clarity is excellent and it's surprisingly light. My prior headset (have had it for 26 yrs, still use it) is the DC 10-13.4 with a retrofit years ago to the Headsets Inc ANC system (just a bit of soldering, not hard) and a refresh a couple yrs ago with Oregon Aero muffs and a headband. Still very comfortable and great sound, I just needed BT for clearance calls fairly often. It's my main passenger headset. So you could probably find an affordable rebuilt/used solution if you wanted. Agree DC's factory service has been good for many years. A minor plug for Sporty's, as they were very helpful in the selection process and were pretty assertive about encouraging me to try headsets and swap them if I wanted. Also the local avionics shop let me borrow to try, you might try that option. HTH

If you haven't done this, do this before anything else. It should be done every year at annual:

At 50% power even

What route changes? Even flying in the NE my reroute percentage is about 0. File, ingest given route to ForeFlight, stick into Garmin. I will be honest 90% of the time I only load destination and first fix because I am going to get cleared direct anyways (NE aside where again 1 minute to load).

I have recently started flying a 63C and it runs while it runs hotter than My F model, it runs runs very reasonable in cruise. I lean for the setting that yields the most even CHTs The above probe is installed I/A/W the manufacturer's instructions. When properly installed, the piggy back probe will still read lower than the bayonet probe but in my experience the delta is 10% or less. Without the fire sleeve correctly installed, I suspect the delta in temperature readings is much larger.

I am always curious what exactly is the huge savings with the flight plan going to the GPS? Even I was based in 47N and would do insane things like fly from KOWD to KFME which is an insane routing it never took me more than a minute to put the route in. What am I missing?

Good catch.

Glad you are Ok. The CO sickness is like a very bad hangover that doesn’t go away for three days. And that is the good outcome.

Jetdriven had one about 2 weeks ago, his phone is 484 435 9776, maybe he still has it

@Greg Ellis since the EDM 900 is primary, what Andy says is good advice. Andy’s mention of the inter-cylinder baffles (make sure they’re installed on all the way back to the base of the cylinder) made me think of something else baffle related… the baffle tie rods, two under each bank of cylinders. You can see the tie rod in the pic of a friends D/C model with the fire sleeve around the ring probe. He didn’t think the fire sleeve made that much difference in the CHT reading. I did my fire sleeve around both probe’s harnesses… and had better readings, I think. The zip ties got brittle with the heat and I replaced them safety wire. Still, even with fire sleeve, the ring probe is not as accurate as a screw-in probe, for sure.

Unbelievably to hear a great person one encounter I had with Erik was after he lost his engine and did a great job dead sticking his landing I grew to know him I flew him from his home drome in Potsdam to Pa to pick up his beautiful Rocket waited for him to circle a few times then followed the rocket to Potsdam. Great great guy will be sadly missed, I checked on his Rocket a few times while waiting for an engine last year at Weber’s ..our Mooney community is quite small..

Not my Mooney. Been doing it every start for 18 years. This is from my Owners Manual, already posted above, but highlighted for those who cant remember it from a page back.

What you may do is preventive maintenance. What you should do is different for everyone. It's really more than just swapping out the switches. The confined space that you're working in under the panel on a Mooney, for a long time on a project like this, presents unique challenges that requires more patience than I have. Unless you're doing a complete panel overhaul I would replace a switch that goes bad one at at time. As @ArtVandelay mentions they are available on the used market.

Most headset manufacturers will give you a time to try their headset, and return it if needed. At least they used to. What hasn't been mentioned so far is David Clark One X. I have been using DC and Bose for years, but what has sold me on DC is their support. In Massachusetts, David Clark and Bose are very close and accessible to me. On one occasion I brought (4) Bose A20 headsets in for repair - Ear seals, cords, etc. I was told they did not support A20's any more. There are aftermarket outlets that will service and repair A20's, but it concerned me as to why Bose would abandon its customers. OTOH, David Clark took my H10-13X which was I think 23 years old at the time, and totaly rebuilt it: new ear seals, cord, power pack (new style), head cushions. Charged me $300.00, and reset the warranty for 5 years. The noise cancellation on a Bose headset seems very slightly better to me, but the DC noise cancellation is more than adequate. To me the DC One X is much more comfortable than the Bose. Combined with the superior customer service, I'm sold on DC headsets. Headsets are like shoes. What fits me may not be right for you, but I do think the factory support is superior.

The first hundred hours of ownership I had some plug fouling on the original plugs that came with the purchase, but then I learned from those more informed than me here on Mooneyspace to lean aggressively on the ground. After changing to new plugs and leaning aggressively on the ground, I’ve never had another fouled plug in the past 1600 hours. Clean, gap, rotate a couple times per year. I used the old plugs for break in after engine rebuild, and then installed a new set at about 15 hrs. Clean the injectors when GAMI spread increases, otherwise leave them alone. I did swap the first and last injectors to peak a couple of times and brought the GAMI spread to essentially simultaneous peak. I use Tempest massive and she runs great all the way to 50 LOP for in flight mag checks.

I had to drill a hole in my mask to fit my cigar but otherwise works great.

Another options, if your plane is quiet, lots of 121 guys use these. They also have BT https://www.uflymike.com/shop/harmony-pro-aviation-kit-77?category=4#attr=143,51,43,158 It uses the Bose QC 45s ($199) https://www.amazon.com/Bose-QuietComfort-Bluetooth-Cancelling-Headphones/dp/B098FH5P3C I will say if they run out of juice they straight turn off, so carry extra batteries and have good SA It’s very light and also great as a pax headset, if given to small child you can simply remove the mic to remove unwanted noise Also you can pull the mic off and just use it to listen to music etc when not flying All in it’s like $550

This may also be helpful:

There are some general rules of thumb and some POH even give numbers. But the problem is that unimproved runways are so variable with respect to condition that anything is really just a guess. Dry well mowed grass will have a similar landing distance to pavement, but the numbers I’ve seen for takeoff are to increase the numbers 10-15%. But unless I know the field, I’m thinking in terms of double the takeoff roll.

I'd consider ordering SCEET tubing from @Gee Bee Aeroproducts. Guy makes reinforced finished ends and the extra layer of material inside embeds the wire spiral so that it doesn't come loose. You'll most likely never have to replace it again.