neilpilot

If your fuel flow suddenly stops due to blockage in the fuel servo, but the engine is otherwise is good shape, does that count as an engine failure? https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20120721X23053

I had intermittent symptoms that seemed to point to fuel flow, and after checking ignition and injectors I sent my injection system off to a specialty shop for some R&R. When the system returned from the shop things seemed to improve. Then 1-2 years later, after an off field landing, a tear down of the servo revealed that a small piece of torn o-ring had been floating around for some time and eventually moved to block fuel flow. The shop that worked on my servo responded that they didn't open that section of the system. Per the NTSB report "a fragment of the O-ring was located on the surface of the mixture control valve plate". https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20120721X23053

While there are several differences, here warm and humid air from the gulf often meets cold polar air moving south, which is the typical scenario for spawning tornado activity. In much of Europe, a similar polar air flow is common but the alps typically act to block much flow of any warm Mediterranean air. I'm not sure this mechanism applies to UK weather. I'm not even sure I can continue to refer to the UK as Europe. PS - the Germantown neighborhood of Nashville was hard hit, but I live in the Germantown just east of Memphis. We're not near the major outbreak last night.

I would guess that Spicer might know: Airport Manager: Jonathan SpicerTel: 305-869-1700

Not strictly true although a very different circumstance from DZ's fuel cap issue. Relatively warm fuel can contain sufficient water in solution to form ice. When parked in the cold or at altitude the fuel can become sufficiently cold to form very fine ice crystals. These crystals, if they stay frozen, can blind the fuel screen and result in fuel starvation. Why I've often added a small amount of isopropyl alcohol when I plan to fly into a temperature significantly lower than the source of my last fueling. This is an approved practice for our aircraft.

I estimate that I've flown at least 250 dogs on rescue flights in the past 25 years. Many were puppies, but about 20% were larger dogs using a harness attached to the rear seat belts. Except for my own dog, virtually none of these dogs had previously flown except on a relay flight the same day they flew with me. Most of the dogs were calm, and none were provided with hearing protection or O2. I rarely have flown above 12k, and on dog rescue flights typically max out at 7-8k. Breeds with a flat face, such as pugs and shih tzu, are particularly susceptible to breathing distress at altitude.

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I’ve used them for all but one Mooney annual since 1995. A positive experience.

Very easy to do....when I slide the seat all the way forward there was amply access to all sender screws. Not even close to being blocked by the seat frame.

"Visualize the sender"? What does that mean? I was able to remove both senders on our 65C, left & right, without seat removal.

Unless it's a vintage Mooney with manual gear and a worn locking block

The generator in question is indeed cheap. I've owned it a few times and have used it at home, not for preheat. However, so long as the preheater does not exceed the generator's capacity it will work. However, it requires a manual start. No way to use this with a remote switch unless you design an advanced robotic machine to handle priming and pull start procedures.

I don't think that the 45 min reserve applies to that phase of the flight.

Maybe next time rather than keep that thought to yourself, in the famous words of Richard Similie ask the controller "would you like me to declare an emergency?".

Which Jewel did you talk to? There are 2 engine shops in the greater Memphis area....John Jewel in MS and Sam & David Jewel in Kennett MO. I've used both shops. Both are good engine rebuilders, but price may be somewhat different.

I really don't know about the checklist, but here are some leads: I think the video was posted by Blake Moore. Have you tried contacting Blake via this web site? https://americanflightschools.com/instructor/blake-moore/ OTOH the aircraft may be N7458V, owned by Sean Walsh.... https://twitter.com/mooney58victor Actually, it's Mooney N9058V, owned by Blake's dad Gary Moore in Littleton CO

Funny that I just had a fellow MSer over for dinner last night and mentioned that I've used the light bulb in the past with good results. The light bulb is actually less likely to cause condensation in the engine than the pan heater. If you do use a bulb be sure it's the old fashioned incandescent type, and consider using a Thermocube to save a bit of electricity and extend the bulb's life. https://www.walmart.com/ip/TC-3-Cold-Weather-Thermo-Cube-Thermostatically-Controlled-Outlet-On-at-35-Degrees-Off-at-45-Degrees/21154717?adid=22222222254365988468&wmlspartner=wmtlabs&wl0=b&wl1=g&wl2=c&wl3=392317297864&wl4=aud-430887228898:dsa-860780935364&wl5=9013543&wl6=92398430978&wl7=&wl8=&veh=sem&gclid=Cj0KCQiAiZPvBRDZARIsAORkq7dMIrTtLiGG8a4W1CVQp7bZ4VJ9un_3xnZKRLQFYYBCmvuudIzB4qwaAkcJEALw_wcB

I’ll leave the plumbing details to others, except to say that a closed loop would be an order of magnitude more efficient. However you say you plan to use kitty litter, which I don’t think will work nearly as well as a proper desiccant. https://www.amazon.com/Premium-Indicating-Silica-Industry-Standard/dp/B013L31PQ0/ref=sr_1_82?crid=3GFX11L2X8KP8&keywords=dessicant&qid=1575032447&sprefix=Dessi%2Caps%2C178&sr=8-82

Actually, all standard O2 cylinders are now designated Mx....I own an M22 (old designation was JD). Cylinder weight can vary, but the gross weight of a full cylinder is not substantially greater than an empty cylinder. Only cylinders containing liquefied gas will exhibit a significant increase in filled weight.

Actually, you can effectively check the pitot heat in the cockpit. Just switch on the heat an look for an almost immediate and distinct compass deflection. If the pitot tube deflects the compass, there's literally no way the heating element isn't functional.

One option (not an endorsement): https://www.hangartrader.com/hangar-product-services/hangar-moving

A while back an aircraft on the west coast was squawking my ADS-B. After several flights I was able to determine their base. I called several Avionics shops in the general area and finally talked to one who suspected a recent installation. Turns out after we returned a loaner KT74 to BK they sent it to another customer without wiping my code. Of course the shop that installed the unit failed to setup the unit as well. During my attempt to track down the culprit I did call the FAA. A wasted call.

In the 30 years I've carried a handheld in my Mooney I've had to use it 3 times, including once during an instrument approach. In addition to a headset adapter, I strongly recommend you consider an external antennae jack. It's a relatively cheap and easy installation.

I also would us welding O2, but I'd like to know why you would use it if you think that "that stuff is crap". I know first hand that the one major industrial gas supplier that distributed O2 fills medical and welding cylinders from the same storage tank, on the same production line. The only difference in a welding O2 cylinder, other than the CGA type cylinder valve, is if any residual contamination remains in the cylinder. The fill method makes contamination unlikely. Other than that it's exactly the same O2.