Leaderboard

Do you have a CO meter? Your symptoms resemble CO poisoning. CO will cause high SPo2 readings.

Reminder for Milotron... 1) I flew the most vibrating, noisy, no AP, M20C around... Two hours of that left me tired, ready to sleep, as normal... A bit of rest after the flight, perfectly back to normal... 2) Bad effects left over the next day... keep both eyes open for something else.... 3) Good % saturated O2 numbers are highly suspect... Be extra aware/ know the saturated O2 monitor that goes on your fingertip... also reads CO the same way at the same time... Unless you are an Olympic marathon runner That has normally trained at high altitudes... you will not see 98% O2 above 12,500’... that is clearly a false reading... An ordinary MSer will see O2 percentages drop to the low 90s over time at much lower altitudes... 4) What CO monitor do you have? There is one around here that is well known, many MSers are using the Same one... ask @DanM20C for help ordering one... with an MS discount... 5) @milotron you have too many symptoms that mimic CO poisoning... 6) It would be easy to take the cowl off and have a look to see what is leaking... 7) If it is CO escaping from the engine... this would be a do not fly situation... because it Can get magically worse in one flight... 8) Broken exhaust systems have resulted in too many accidents around MS... not all of them have been very survivable... So... 9) Go get your CO monitor... it will be reading higher than normal from engine start to shut down if you have the slightest CO leak... 10) With a turboCharged engine, you risk an engine fire, if the usual leaks of the usual worn parts are involved... 11) Be on the look out for leaky V-bands, and gray stains around all the exhaust parts... signs of leaks are bad... 12) Also know... CO2 needs to be straightened out... it is not CO... it is only close in spelling... a completely different, and deadly, chemical. CO2 is easily breathed out... CO stays stuck to the red blood cells for hours 13) Nothing can cloud the judgement of a good brain like low O2%.... everything can seem fine, while the situation can be worsening or getting away... Sorry to load up the homework assignment... but, it’s due in before your next flight... The good news... if the plane is all good... you get to go see the Dr... to find out why you have so many health symptoms with flying... PP thoughts only, not always an alarmist... and not a mechanic... Or a doctor... Best regards, -a-

Oh thank God for that, I will never do what ever I did ever again I promise..lol

Just bought my 1st 65 mooney m20c all original 600 hours Beautiful inside and out I feel like I've done lots of research but what could I be missing

Discovery Bay on Table Rock Lake in the Ozark mountains. 1950’ paved runway. 300’ obstacle on 30, cliff and lake on 210. Landing runway 30, no room for missed. 5 knot tailwind. Future home for me and my 65 M20E. IMG_2528.MP4

Missed you. I'm glad everything came back right (at least it appears to be)

Our private airport does not appear in the Garmin updates, so I get a terrain warning every time I land at our home-drome. Our airport is in the Jeppesen database.

да!

Хорошо сказано товарищ!

If your oxygen sat is 98%, it’s not the altitude or O2 delivery. Maybe the Smoke? I’ve been all over the NW this week (KBFI right now) and the smoke is brutal on sinuses and headaches. My bet is it’s smoke related and would be fine with a cannula next week when it clears.

I'm firmly in the pull the seat back and stretch out category. I ever find a huge need for rudder inputs in cruise flight.

Mooney quoted me two new retrofit control shafts to fit my C model. I have found a set of J model yokes, needed the shafts parts numbers 710072-507 & -508. Mooney will make the shafts ~$800 each. I may be in business now.

Cool brain trick!!

Not unless you’re going flying before the oil change. If you’re asking if you should add a qt just to drain it, don’t. Just drain it, take the mid drain sample and be done.

The KI 209 IS compatible , This unit will drive a Composite , or resolver type indicator..... That being said , I have tagged KI209a indicators , and NEW Ki 206 indicators , The 206 is a resolver type indicator , They are 1400 new with paperwork....

w/ the GTX 345 you also get an internal AHRS, if you're running Garmin pilot or fore-flight you will then get synthetic vision/ATT info. If you have flyQ etc you'll at least get GPS data when connect. Is that 7k after selling or trading in the 330? FWIW I have the GTX 345 and love it. Paired to the GTN 650 and it pushes WX traffic to it and the Aspen. So for future proofing, if you are upgrading the panel down the road, the GTX is the way to go.

After the first time I did it and it took probably an hour to get the dang safety wire in I bought a curved hemostat before doing it again. The only reason I own them is to put the safety wire down through the hole in the oil pan when doing the oil screen. It makes the job much easier. https://www.harborfreight.com/10-1-2-half-inch-jumbo-curved-clamp-65711.html

I don't sit on both seats, but here's what I do in cruise. I slide my seat back to "economy plus" and spread out. Sometimes I put one leg on the other side of the center column. I don't sit in the center, but this position does allow me to partially occupy the other seat by putting part of my weight on it and it gets me away from the cabin wall. I'm not quite as tall as you are though. I find that it does help to spread out a bit.

Think about this. What if it were a no radio airplane? Like a crop duster. Would he have broken any rules? Would you have called him to chew on him? The guy may not be using all available resources to create the highest level of safety, but he broke no regulations and if it had been a NORDO airplane you would have been at fault without a doubt. So what to learn here? It is your responsibility to clear the final before taking the runway. By the way, I've been cleared to line up an wait at tower airports too, and I ask, "What about that airplane on final?" where upon I get "cancel previous". ALWAYS clear the final before taking the runway, it is your real.

I thought it may be a good idea to reach out and try to start a direct discussion between Jonny Pollack (left seat at the Mooney factory) and MS'ers. I would like to first express, and I think I am speaking for everyone here, my gratitude for your efforts in breathing new life into our beloved Mooney. You are not alone. It may be that owners of legacy aircraft will never generate the revenue needed to sustain Mooney but we may be able to help get the company over the first hill. I think that we all share in the hope that Mooney goes on to take it's rightful place as a premium aircraft manufacturer in the world and sustains that role. There have been a lot of ideas floated on MS over the last months about possible directions, some probably ludicrous, some possibly helpful. I'm assuming that you're WAY too busy right now to be reading and posting on MS on a regular basis, and I would ask that posters try to avoid the usual thread drift, and keep this one as a tight and direct line to the company if they choose to jump in. Hopefully someone will point Mr Pollack in this direction.

I'm Canadian. I'll wear a mask so you don't have to! Then apologize that you aren't wearing one...but I digress, eh.

It's likely Tahir's '66 M20E is wired similarly to my '76 M20F. If so, the attached schematic which depicts how we wired our gear warning system to an AV-17 voice annunciator may be of use. In our airplane, the factory-installed, "old school", simple sonalert for the gear warning has one terminal tied to ground. The other terminal is floating until both the "gear down" and "throttle low" logic switches close, at which point +12V is applied to the sonalert terminal, causing it to sound. We attached an additional wire to that sonalert terminal to drive the AV-17 voice annunciator trigger input. The AV-17 requires logic signals to be switched to ground to actuate warnings, so the additional complexity of an inverting circuit is required. In contrast, the PMA450B has an active-high audio alert trigger input on pin J2-17, so the inverter would not be necessary if that input is used. But as the attached schematic shows, we also added a voice trigger for the ram air warning light, which is also active high, and therefore required a second inverter. Unless the PMA450B inputs are programmable, it appears only one of the trigger inputs is active high. If you want a voice alert triggered by the stall warning, that sonalert is wired in such a way as to be active low. No inverter required to connect to an active-low input. In summary, and to repeat... the relationship of a old-school sonalert in a vintage Mooney to a voice annunicator such as the AV-17 or PMA450B, is just that the terminals of the sonalert provide a convenient location to connect to the trigger logic. Based on jcovington's responses above, it looks like newer Mooneys have additional hardware/integrated sonalert devices that have their own audio out line. But... and I'm guessing here... I think the only audio signal they output is a simple tone. If you want an actual "Bitchin' Betty" voice alert that speaks English words, you need a box that synthesizes that... such as an AV-17, or the PMA450B itself. system-p1.bmp

When I asked Garmin recently what the difference was, I was told the Jeppesen maps had more private/small airfields.

https://acphospitalist.org/archives/2009/12/tech.htm here is a article on it. The fact that you maintained 98% the entire flight I bet Rich is right!

Understood. It’s like buying a house and paying more for the countertops they chose but don’t necessarily care for.

Which GPS do you have. It makes a difference. For our GTN650 we only buy the navigation database subscription every year. We MIGHT buy a one time update to the obstacles and safetaxi every few years. We also only buy the United States since none of us fly to Canada or Mexico. $299/year.

28 hours of continuous use for two people and I didn’t use 1/3rd of the capacity

You were kicked out..............all is forgiven now!!

Some additional observations over here... wide spread outages everywhere... Best regards, -a-

Its just from those based at Gillespie field! Kidding, we all are. I am sure Craig is working on it. Also based at SEE.

It does seem a bit slow. I too have a merlyn and intercooler, with the original prop I'm 160-165kts at that alt and power settings. When I'm LOP @ 9.0gph I see around 150kts at 9-10K. I follow @jrwilsonon Instagram and he occasionally posts photos of his Aspen, he does have a fast one. For some reason our Mooneys seem to vary 10kts from airplane to airplane. Hopefully you can figure out what is slowing you down, I'd be interested to know what you find. Cheers, Dan

Just donated.

Way to go Papogator! We have a few pilots on MS with various challenges they overcome... Glad to see your challenge doesn’t keep you from flying a Mooney! Go M20C! Best regards, -a-

You timed it perfectly! They are still soldiering on, but they don’t owe you anything!

Have a knowledgeable mechanic look at it. Do you really want to make a decision about a significant expenditure based on social media evaluations? Heck, we might all be Russian trolls

The Traditional advice of not adding avionics, seems to have lost something in translation.... Buy the plane with every everything installed already... is a low cost methodology... But not adding avionics when needed would be bad economics... It’s fun to be a CB... but it does have its limits... Carry on... Best regards, -a-

Burns lead free jet-a. -Robert

I generally agree that it is usually cheaper to buy an airplane equipped the way you like than it is to buy one that isn't and then do the upgrades. However, if the equipment is not quite what you want, it's cheaper to do it yourself. For example, if I was looking for an airplane I'd want a GTNxxx or Avidyne GPS. If the airplane had a GNSxxx, that's an expensive piece of equipment that I would not personally be happy with. While it is very capable, there are several features of the newer GPS units that make them much easier to use for IFR flights. In that case, I'd rather the airplane did not have a GPS at all so I could install what I want. Same with and engine monitor. While a JPI 700 would work, I'd rather have a 730 or better. I'd want ADS-B OUT and IN. So if someone installed a unit that paired with a 40 year old mode C transponder that only got me OUT, I would rather have no ADS-B so I could yank the old transponder and replace it with a GTX345 or equivalent. You have to know what your minimum standards are for your panel when looking at the installed equipment.

This one has my eye. There is another Missile on trade a plane for 90k that needs a panel upgrade big time . That one could be cool too.

I bought brand new cylinders for my plane and Dropped shipped them straight to Ly-Con. They will receive them tomorrow to Port, polish flow balance, and reface the valves. They are going to also alodine them which they say makes them run cooler. Aside from the claimed performance gain I was more concerned of the notorious continental valve Problems. They say thAt they will inspect and correct them with the refacing. Good insurance at $300 a cylinder in my opinion. since you are turbocharged I would Imagine you would get more benefit from the port and polish than me.

Indeed- being sensitive to your earlier post and being clear its not directed to the OP - but show me one thread at 5 pages or more than EVER stuck to the original point of the thread. Sorry, but ALL topics here on MS take on their own life as they evolve with discussion. No one can control it and no one owns it. The only expectation, is we do our best to keep it civil, non-political and inviting for all to participate.

We are all very happy that you landed safely and that the engine waited to quit until you were on the ground. When I use self serve I have no concern about me putting in something besides 100LL, but I still sample every time. Contamination is almost always going to be heavier than 100LL so it gets to the sump pretty quickly. In 35 years of flying I haven't often found contamination when I sample, whether it's water or something else, but every few years I do. Mainly it's been a little water here and there. Thinking about this I remember another time when I found metal slivers after sampling. As many samples as I took the slivers were still there. It was my home base at the time, so I did not start up the airplane. I tied down the airplane instead of putting it in the hangar and went the next morning to show the FBO the sample. It turns out their pump was coming apart and metal shavings were somehow making it past the filters in their fuel system. Needless to say they took care of draining all of my fuel and cleaning out my fuel system. They did that with other airplanes also. I look at sampling every time like cutting the oil filter open on every oil change. You hardly ever find anything, which makes you happy. But every few years when you do find something it makes you even happier that you cut it open instead of skipping it. If I skip sampling the fuel, I'm cutting a corner on the checklist. How many items I can skip and still stay accident-free I don't want to find out.

This is a fascinating and somewhat terrifying issue with which I was unfamiliar until I just started reading about it. I learned that the anerobic bacteria and fungi need a water-fuel interface to grow. They float at that interface and once the water is removed they cannot survive. So as long as your tanks remain dry I doubt you'd have a recurring problem. Even if a little water gets in your tank at a later date, the relevant microbes from this contamination should be dead after they were deprived of water. The issue is much more common for Jet-A than for 100LL, but is very possible with the latter - auto gas stations have to deal with it too. It seems very clear here that there was significant sediment, either organic and/or inorganic in nature, that was stirred up into suspension a bit above the level of the unusable fuel at the bottom of the tank not long before the last usable bit was dispensed to you. It's not surprising that others did not experience the same contimation in fuel dispensed from the same tank. I'm not sure what's going on with progressive loss of the blue dye but there is clearly some chemical interaction between the dye and a component of the sediment. I'd document everything very carefully here, and the FBO should be on the hook for your trouble and expense. Given the amount of liability they face related to fuel contamination, I'd think they'd be VERY interested in your troubles and want to address any issue with sediment at the bottom of their tanks ASAP. It also seems like their insurance company should be covering your repairs including thorough cleaning of your tanks and fuel system.

Did it look or smell strange after you sumped it before taking off? I'm not being sarcastic by asking that, and I know hindsight is 20/20, but after an incident 20 years ago I have not missed sumping after a re-fuel. I had a Piper Mirage at the time and I was on a tight schedule to get back home. I sumped it on pre-flight and knew right away that I wouldn't make it home that night. The smell was different and the appearance told me that something was wrong. The lineman that refueled it wasn't there, but the girl at the desk called him and let me speak with him. He remembered the airplane and I asked him what type of fuel he put in it. Immediately he said Jet-a of course. It turns out that there was a JetProp conversion at the field that he fueled often. The next day the FBO drained all of the fuel and flushed the tanks. They reimbursed me for my hotel and rental car and apologized profusely. Before this incident I would sump most of the time, but not all of the time. After this I have never missed sumping the airplane, no matter what I have flown.

You've never flown in the pattern with planes that don't have radios?

Very fair. A great way to get into a first Mooney.

I’ve recently taken up fishing myself.........

On Monday, give Rick a call at Islip Avionics. He’s done several AutoCad layouts for my Ovation. http://www.islipavionics.com

Champ.