neilpilot

I’ve followed news on the Felicity Ace fire and it seem all reports exclude the source of the initial ignition. There was a mix of EVs and both new and used ICEs on board, and lots of speculation but no factual report. Might have even been due to non-vehicle ignition.

Am I reading this correctly? You consider ~500nm flight "half way across the country"? Not true, even in a C150.

Don't make your decision based on the gear. Given that the market is typically limited, base your decision on how the panel is equipped and overall condition.

I assume you are saying that the inflation rate over the entire 3 year period is expected to be 10%? Certainly not 10% each year!

You might add to the list: 1st flight after an annual (or any major repair) should be avoided at night and/or IFR conditions..

While symptoms do sound like CO, if he was using O2 this would seem unlikely. OTOH contamination of bottled O2, while rare, isn’t impossible. BTW A pulse oxymeter is likely of limited use in detecting CO poisoning since CO in the blood would actually not decrease the oxy’s readings.

It also says it's a Lyc O-320. I've never heard of a 180 HP O-320.

Maybe, but his name is still on the registration and it flew around Centennial over the weekend.

Guess you can't believe everything you read, even M20-64: sim20-64.pdf

Good for you. It's not something you typically need to do if you fuel & fly in cold environments. It's indicated primarily when you've fueled in a relatively warm area and plan to either hanger that fuel thru a deep freeze cycle or will then venture into subfreezing conditions. Water is slightly soluble in 100LL when it's warm, the solubility drops as the fuel temperature plummets, and very fine ice crystals can form. Those ice crystals can bind a filter and seriously restrict fuel flow.

Search Heet in MS for additional info. It’s critical you use the red label Heet and not the yellow label.

Did speed cause the speed brake to break?

or call him at 856 419 5209?

1st: C152, with under 200 hr on the airframe/engine, sucked a valve on takeoff. Was able to limp back around and land. 2nd: (Maintenance Induced Failure) M20E - A&P failed to tighten rocker arm keepers on 2 cylinders when satisfying emergency AD re:Superior Air Parts crankshaft bolt inspection. Around 3 hours after inspection, #3 cylinder rocker arm came loose and collided with cylinder head cover. Had sufficient altitude to land at a nearby airport. 3rd: M20E - Cylinder cracked at spark plug - I was relatively low, but had just overflown KMEM enroute from KAWM to KOLV, so was able to turn back and land at KMEM. 4th: Maintenance Induced? M20E - seems an o-ring was pinched when fuel injection was assembled. A small loose piece floated around and eventually blocked all fuel flow. Almost made it to a runway, but I decided right-side up in soybeans was better than UWOF. https://www.accidents.app/summaries/accident/20120721X23053

Bought a 64E in 1989, and it was totaled in 2012 during an off-field landing. Engine out due to a mechanical failure resulting in fuel starvation. No serious injuries. Replaced it with a 65C, and after about 2400 M20 hours decided to quit GA in 2019. Factors included aging and the fact that I'd experienced a total of 4 engine failures due to mechanical factors in my flying career.

Confirm that both mags aren’t loose.

When I did Angel Flights, the listings would always include the weight of each passenger. While sometimes this data can be a bit off, it was certainly sufficient to prevent signing up to transport an XXXL patient.

Does hibernation in the UK really occur in the summer? Do you have a VOM? If so, is there voltage at the CBs? Then measure voltage at each fuse. You can also measure resistance across each fuse to determine if they're blown.

Consider looking at each inboard level sensor gasket for staining.

When visiting family in NJ, MMU & CDW we’re equidistant. For a while, MMU was my usual stop. I switched to CDW when all but one FBO at MMU stopped selling avgas.

Wonder if they cheaped out and left the old seal in place

Neither shop is in Arkansas. John Jewell is in Holly Springs, MS. http://www.johnjewellaircraft.com/ Jewell Aviation is in Kennett MO. https://www.jewellaviation.com/default.htm. It's run by Sam Jewell & his son David. Years ago (2001) I had John Jewell do cylinder work on my 64E, and they do have a good reputation. However, I've had Jewell Aviation in Kennett MO do all but one of my Mooney annuals from 1995 until I sold my Mooney in 2019, including several cylinder rebuilds. Several of my friends were very happy when after they had Sam & David do engine rebuilds. While either shop does good work, I'd recommend you consider Jewell Aviation in Kennett MO.

I doubt that most Mooney owners even have sufficient hanger space for a 77 foot cylinder.

Maybe all virus are not created equal, just like GA aircraft. Mooney is fast & economical. Covid-19 is just a bit more virulent.

How far back did you purchase 99W? Given that some people continue to pay recurring charges, is it possible the previous owner continues to pay unknowingly? ASAIK it's normal to pay a subscription fee for XM service on the 4/530W.