Ragsf15e

Yeah im fit too and not too old, but my Oxy sat drops faster than my wife and kids. People are different. It’s not really a fitness thing (although that can make it worse). I used to do the altitude chamber in the Air Force, and I would pretty much do five minutes, see my symptoms, and put the mask right back on. No reason to play around up there, I just didn’t feel good. Some people start to feel so euphoric that they keep it off for a long time and try to see how long they can make it. By the end they have no idea what they’re doing.

It (hypoxia) is not at all related to how long you can hold your breath. That just isn’t how it works. The partial pressure of oxygen is much less at high altitude and the oxygen is basically being pulled out of your blood through your lungs and not being replaced in sufficient quantities. Holding your breath is no indication of what will happen to you if you lose O2. You really need an altitude chamber ride (and the class).

After shutting down a few drips of fuel is relatively normal. When it’s flooded, it’s much more like constant drip. Need to be careful though, there are two drain tubes there. One is connected to the sniffle at the bottom of the intake (right on bottom of the engine). One is connected to the fuel pump (mechanical one, back of engine). The fuel pump can also leak fuel there and that’s something to notice as it indicates a problem with the pump (it can also leak oil). So take off the side cowl and look closely at those two drains.

I doubt this is part of your issue, but I typically prime with throttle and mixture full forward. If the throttle is back towards idle (1/4”?) the idle mixture valve limits the fuel a lot. You can see this if you have an engine monitor, watch the pressure. With the throttle back, it will build and then slowly leak down after the pump is off. If you prime with the throttle forward (even half is fine), you will barely build pressure and it falls off immediately when you turn off the pump. It’s a much more consistent prime as the fuel is flowing instead of restricted to the idle mix valve.

I don’t know why people would say a 406 elt won’t help/work? Even the non gps versions have pretty tight location ellipses from the satellites. Yes it will cost something to install, however you can probably do much of it under supervision. It also gives you the little red button on the panel that you can push (time allowing of course) to activate it prior to landing out somewhere. I think it’s a worthwhile investment that I hope I never need, however I do fly over a lot of very remote terrain.

@Sabremech, Eric nailed it. It was mine. Very high Da landing (like 9500’ ish). I didn’t have the mixture full or too lean. It was probably a tad too rich if anything, but maybe an inch back. With the throttle at full idle, that shouldn’t matter. My idle is set real low (like 500ish I think) and generally that’s fine but apparently it needs a little more air at very high altitude…

Im guessing the normal, no fuel. Even with an installation error, it would be pretty hard to fail both at once unless you hooked them up to the same power source with the same wire (which is obviously not legal)…

I agree it sounds like it should be an exhaustive list and should be clear. I should have referenced the legal interpretation the others have mentioned that opens up the possibility of other tasks as that’s what I meant. The regulations are rarely interpreted exactly as written, or maybe just interpreted differently by different people.

That’s explicitly not a complete list though, and the task is simple and uses standard parts as @Utah20Gflyerpointed out. If comfortable, I’d do it and log it.

Yes, i think the (relatively) standard “flooded start” is mixture cutoff, throttle full. Start cranking. Slowly pull throttle back. It takes a little while, so go slow. It will catch at some point before idle. Be ready to pull throttle back to idle and get mixture in at the same time. Helps if you have 3 arms. I don’t need to do this flooded start more than once a year or so if I really messed up everything else. But if fuel is dripping out your sniffle, it’s flooded. Its best to master normal and hot starts so you don’t get to flooded because there’s more than a zero chance of a tailpipe fire, not to mention the possible fuel dripping out the sniffle below the engine.

I’d suggest comparing this newly completed W&B to the old one. My F is 45.2. I suspect they did the computation wrong on yours or else didn’t level the airplane properly. It’s often messed up as the manual is a little complicated to follow. You are not the first person to have a messed up weight and balance form. Mooney’s are pretty hard to get outside the weight and balance envelope, so one being that far aft would be pretty surprising.

Differential diagnosis (after doing the p lead stuff above) is to swap out the left side harness. It could definitely be the harness…

That’s well done!

The mount is screwed into the panel in the upper right corner. The ball mount sticks out a couple inches and allows the mini to articulate to a position where it doesn’t block anything on my panel, however, it might on yours. If im honest, it’s a little too far away to be used for specific freqs on a map or reviewing an approach plate. I usually pop it out and use it in my lap for that. It’s good for a traffic picture, vfr map and glide ring in its mounted position.

I like this mini setup (ram ball mount) in my airplane but maybe not room in the g1000? In the work airplane (which has a g1000), I keep a full size ipad in my flight bag for looking at charts. Use the g1000 for everything else…

(I’m kind of saying this tongue in cheek, but…) isn’t that like just putting up the sunshades in front of the big front windows and cruising along staring at your screens?

I agree with @LANCECASPER, try Frank Crawford at Mooney.

I think the “externalities” are important. One of the few govt taxes/subsidies that CAN actually improve efficiency in society instead of just reducing efficiency (although some govt funding is still required) is a subsidy to increase the use of something with a positive externality (say training pilots, establishing aerospace industry, inspiring engineers, connecting communities, etc). It’s called a Pigovian subsidy. Only thing to be careful about here is that Pigovian taxes also improve overall efficiency by reducing negative externalities (say lead pollution, noise, CO2, etc). The important thing is figuring out if the activity (us in GA) are a positive or a negative. That will depend on who you ask.

I’ve seen linemen hit it with a fuel hose before. Kind of dragging the hose down the leading edge to get to the filler. It’s super annoying. They aren’t doing it on purpose, however, $20/hr lineman vs a $200-500k aircraft is a tough combination.

I see what you’re saying, but it’s also true that we use vastly less of the ATC services (GA). My airplane pays through using gas and I personally pay every time i buy an airline ticket. Probably your right, it doesn’t add up, but I don’t feel like we’re stealing or anything.

Clearly there will be areas more difficult to access, but I think Id want to check power at the sonoalert just in case it’s that vs the actual stall warning switch. You can also check power at the circuit breaker for the stall warning. If all that checks good, you’re going to have to access the switch anyway, so maybe time to do the tougher job. Im guessing the maintenance folks didn’t go through all that.

We all pay for it through taxes. Even the pax on the airlines. At least that’s how I see it. Is there some special ATC fee that just airlines pay?

I think I’d spend avlot of time with a voltage meter at both ends of the circuit checking all the connections before replacing anything… Its really easy for maintenance folks to tell you something is broken and we must replace that thing. It’s harder to actually troubleshoot what is causing the problem in the first place.

That’s how my family packs too. I thought of making a false floor in the baggage compartment to decrease tge available room by about 6” because they would be forced to take less stuff that we never need anyway!

To add to what @PT20J said (he already got the most important parts), the compression checks are pretty “flukey” (that’s a technical term). They can change a lot based on who did them, how hard they tried and what state the engine is in - hot, warm, cold. The usual method for “fixing” a failed compression check (I understand yours passed) is to fly the airplane and do the check again on the hot engine. That gives the best results. Then if it’s still leaking, you can slowly tweak the prop to find the closed position on the valves and listen for where the leak is coming from. Then, if it’s leaking from the rings (oil filler port), you don’t go lapping valves. Maybe ring flush or whatever. If it’s leaking at a valve, replacing rings won’t help. This id why lapping valves in your case seems strange?