smwash02

My inability to get 3 letters right it seems. https://www.bajabushpilots.com/

I did the same thing before I made the leap. Pick a date with a weather contingency and make it happen. Monterrey is a 3h flight for you. Some new drama with the new procedures for entry this year, but not insurmountable. Join BPP (@kortopates and I are members here) or CST and make it happen. It'll be awesome or at a minimum an amazing adventure. My former C and now K at MMAN

There was an awesome thread that sadly seems to have disappeared. Do you mean the defrost/blower? It's a Globe motor. This Globe 403A6008-3 fits a 24V M20K.

The article references the ACN number which you can look up on ASRS. It's from April of this year. ACN: 1990965 (1 of 1) Time / Day Date : 202304 Local Time Of Day : 1201-1800 Place Locale Reference.ATC Facility : ZZZ.ARTCC State Reference : US Relative Position.Angle.Radial : 90 Relative Position.Distance.Nautical Miles : 21 Environment Flight Conditions : VMC Weather Elements / Visibility.Visibility : 100 Light : Daylight Aircraft Reference : X ATC / Advisory.Center : ZZZ Aircraft Operator : Personal Make Model Name : M-20 T Predator Crew Size.Number Of Crew : 1 Operating Under FAR Part : Part 91 Flight Plan : IFR Mission : Personal Flight Phase : Cruise Route In Use : Direct Airspace.Class E : ZZZ Component : 1 Aircraft Component : Powerplant Lubrication System Aircraft Reference : X Problem : Malfunctioning Component : 2 Aircraft Component : Reciprocating Engine Assembly Aircraft Reference : X Problem : Malfunctioning Component : 3 Aircraft Component : Cylinder Aircraft Reference : X Problem : Malfunctioning Problem : Improperly Operated Person Location Of Person.Aircraft : X Location In Aircraft : Flight Deck Reporter Organization : Personal Function.Flight Crew : Pilot Flying Function.Flight Crew : Single Pilot Qualification.Flight Crew : Air Transport Pilot (ATP) Qualification.Flight Crew : Multiengine Qualification.Flight Crew : Instrument Experience.Flight Crew.Total : 5346 Experience.Flight Crew.Last 90 Days : 18 Experience.Flight Crew.Type : 1737 ASRS Report Number.Accession Number : 1990965 Human Factors : Troubleshooting Events Anomaly.Aircraft Equipment Problem : Critical Anomaly.Deviation / Discrepancy - Procedural : Maintenance Anomaly.Deviation / Discrepancy - Procedural : Clearance Anomaly.Deviation / Discrepancy - Procedural : Published Material / Policy Detector.Automation : Aircraft Other Automation Detector.Person : Flight Crew Were Passengers Involved In Event : N When Detected : In-flight Result.General : Maintenance Action Result.Flight Crew : Diverted Result.Flight Crew : Requested ATC Assistance / Clarification Result.Flight Crew : Landed in Emergency Condition Result.Air Traffic Control : Provided Assistance Assessments Contributing Factors / Situations : Aircraft Primary Problem : Aircraft Narrative: 1 I was VFR on-top on an IFR flight plan from ZZZ direct to ZZZ1. My airplane had two cylinders replaced at an aircraft maintenance shop about 5 tachometer hours previously. The engine oil level was measured normal (7 quarts) before the flight. At about the ZZZ state line, I noticed fluctuations of the engine oil pressure indication. This was concerning, so I made a 180 turn and informed ATC that I was returning to my departure airport. I then observed the oil pressure gradually decrease toward the red line. I determined that ZZZ2 was the closest airport, and informed ATC that I was diverting there. Fortunately my engine kept running without high temperatures and I landed at ZZZ2 safely. Exiting the airplane, I saw a lot of oil behind the left side of the cowling. After calling flight service to inform ATC of my landing, I contacted a local mechanic, and removed the engine cowling. The mechanic found loose rocker-cover screws on the recently-replaced cylinders, one of which was missing the exhaust valve rocker cover, causing an oil leak. Only a small quantity of oil remained in the engine. Obviously, more careful torque-checking of the screws by the mechanics should have been done. I was very lucky to have made the airport before oil starvation and engine seizure, which could have occurred minutes later. In retrospect, I should have immediately diverted to the nearest airport at the first indication of an anomalous oil pressure reading, instead of several minutes later. My current awareness of how this incident could have ended badly will shorten this response time, should i be unfortunate enough to have a similar experience again. Synopsis Mooney M20 pilot reported a loss of oil pressure during cruise and the need to divert to a nearby airport for landing. Upon inspection, it was discovered a missing rocker cover caused an oil leak and only a small amount of oil remained in the engine.

I'm not a tax person, but because you had to spend money to get it, it's considered a 'non-taxable rebate'. Since most of my spending is business-related, I stick with the Cap1 2%. There's a new chase one that came out last year, Chase Ink Business Premiere, that's 2% and transactions over 5k are 2.5% I've been debating switching to, but the Cap1 waives the annual fee with a certain level of purchases and most of mine aren't over 5k so it works better for me.

This is my primary now as well. The only one that beats it is the BofA that does 2.65% on everything and 3.5% on travel and dining. (details here).

I did, but the response from Vector US is "It's on their website that they assess the fee from everyone" and the response from the airport was "The city passed an ordnance to collect the fee from everyone, even aircraft based there, and it's on the website." I asked why they didn't update the FAA data they publish if this change occurred in January, but they didn't seem to know about it.

Just adding a data point here for discussion. I landed at KLRD (Laredo International) and was assessed a fee from Vector. The public data (on airnav) lists the airport as 'LNDG FEE ASSESSED FOR ANY "FOR HIRE" ACFT.', so I was surprised to be charged. I had already paid $20-30 in fees to the FBO. In my limited travel the FBO often collected the landing fees on the airport's behalf -- is it common to get two bills prior to systems like Vector? I feel they have the right to charge these fees, but I would expect an airport taking federal money be required to keep the federal records accurate. Digging further it appears they have updated their website to reflect this change. I'll add that to my checklist. Edit: I asked them (Vector) for a list from their billing department and was told "We do not have a list of our client airports, however we are listed on the airports website as the authorized collector of these fees at the airports that we manage landing fee billing for. Please let me know if you have any questions."

There's been an ongoing discussion about hangars being built in Lockhart. It's been approved I was told, but haven't seen any movement. Something that's held me back from considering it is most land leases are 30-40 years and if you get the extension rejected, it's now the city's.

Schematic below, but I'm pretty sure you're going to need it or you'll lose your altitude hold. If you want to remove the KI106, you'd need to replace the BARO and Gray code inputs. A blind encoder can handle the Gray code, and I think a GI275 can do the Baro, but not sure about the Aspen. Aspen should be able to give you an answer.

I made SVG versions of both the new and old ones, but the new system doesn't seem to allow for them. If we can get it opened up to allow for that I can upload them.

They go bad because they're sleeve bearings in those motors. You can swap the motor like many of us have done on the defrost -- Thread here Or buy one of the alternatives like this, which was my plan until my upgrade removed the need for it.

I get to mine from the rear seat. You must have the 2000 series. The extent of the 100 series electric controller is a $15 industrial relay.

I've got medical bottles from my C I wanted to use as backups with my o2d2. I called and they said they have a regulator for them and gave me the part number. It wasn't very expensive. I've not purchased it yet, but it's the path I'll go down when I do.

I set mine up to match the Mooney service manual specs. I'm a -SB, so at 39" I'm ~26GPH. Spec is 25.5-26.5, being in Texas more is better for me to keep things cool. I think there's a couple options here -- Low throttle is too lean and/or the idle RPM is set too low. I do keep my idle at the lower edge of spec to reduce landing roll out. Knowing I need to be full rich for a go-around anyways, I shouldn't be in a low throttle too lean engine dying situation on rollout if I follow my procedure.