Ragsf15e

Fair enough. That’s a good technique a lot of places back east. Once you cross the Mississippi (or thereabouts), you’ll likely see less ifr weather, less good ifr routing (because they have to keep you high above the mountains or well away, and better results from flight following. The atc is a little more relaxed out this way too, so ff isn’t really ever a problem and you can generally get a popup ifr if you need it (California might be different).

They said the 252 to Encore doesn’t need them. They did a few airplanes that way when they didn’t have access to the brakes/gear doors and signed them off as “Single puck conversion”. They said “Mooney approved it”. However that feels a bit shady considering there’s no documentation…

Depending on time of year, it should be totally vfr. If it’s not, 90% of the time you don’t want to be imc in whatever is there anyway. Flight following should be fine. If you don’t like a route change or shortcut when you’re ifr, feel free to tell them youd prefer your original route and they will normally comply. watch out for los alamos r area nw of santa fe.

Not if you ask Maxwells… I’m not saying they’re right or anything, and I’m sort of being cheeky, but they say, “we talked to the Mooney chief engineer and he said it’s ok, so it’s ok.” Unfortunately they have no documentation and the person has since died…

Id definitely do it vfr first because she becomes a little mushy up that high because your ias is lower and it can be hard to control altitude if you hit a downdraft. Otherwise, go for it! Let us know how it works out!

Pretty day for flying!! Your GIA cooperate today??

While I agree with Lance that it’s probably not a financial winner, it’s also a reasonable thing to use at times. Especially in the southwest, you can get above most of the thermal turbulence in the summer (well, not all though). I flew my F at 15,500’ a few times, it’s not terrible, but you’re running like 50% (or less) all in and closing in on best glide as your indicated airspeed, so a little downdraft and you’re probably not holding altitude. It will only get up that high (easily) when it’s light, like several hundred pounds below mgw. I always used target egt method to set mixture in the climb and that was fine. Thats the method of leaning to hold takeoff egt. You’ll be at such a low mp anyway, you just use ROP or peak in cruise if you want to try it for a power setting, but you’ll likely want all the power you can squeeze out ROP and still be around 7gph. If you can catch a tailwind or smooth air, it’s probably worth it, but without the tailwind, you’ll be around the same speed (but on less gas).

By “turned it over”, I meant pulling the prop through by hand (carefully). I think you knew that but just wanted to be sure.

Have you or your mechanic put a borescope into the cylinder through the spark plug hole, turned over the engine and watched the valves? Maybe compare them to #4?

Especially for a Bravo… who wants to fly that below 10k?!

Not sure what Garmin would say, but Deoxit and LPS1 are popular.

Sheesh, you’ve got to get to the bottom of this mystery as much for us as for you and your airplane!

There’s some way to test them i think?

Here’s the one I remember. Looks like it worked for some, but not all.

Wasn’t there some folks that had trouble getting it to fit right on certain engines? I thought it’s a slightly different shape and bumps up against a bracket or even part of the engine. There’s got to be an old thread about it.

How bad do they look? Where’s it leaking? Where are you based? Maybe a patch can hold you over?

My wife’s been flying with me since we met. One of our first dates was a $100 hamburger to Okracoke island (where we were delayed departing due to a Cirrus that slid off the side of the runway landing, spun around and broke in half). Kids been flying since they were a few months old. I try to avoid turbulence for us all but they don’t really mind it. Once on Southwest going into Denver (Wa to Fl is too far in the Mooney) we hit some really bad stuff coming over the front range. People were holding hands, crying, rubbing beads, puking, etc. it was no joke. I looked over at my wife who was reading a book and my kids were calmly watching a movie. Later my wife said she looked at me and saw that I wasn’t freaked out so it must’ve been ok?! I actually didn’t think it was great at the time, but there wasn’t much I could do about it, so don’t try to convey anything to upset others…

Yes, I wish i had an extra 232 (and mfd). Knowing the actual ppm is a lot better than waiting on an alarm at 50ppm like mine does. I have a sensorcon as well. The mfd would also be nice to display the eis when you’re practicing IFR with a pfd failure. I really don’t enjoy doing that by sound/speed.

Santa Fe is just fine! It has a long runway and good services. You can get in/out by going around the south end of the mountains that are just to the east. You could also go north and cross up by la veta pass. Just fly in the morning so it’s cool, try not to be at max weight (leave some expensive fuel at ksaf), and be careful with the winds. It can get really windy there. But they have multiple long runways, as long as you takeoff in the morning, it’s good.

Nothing like the wife’s reaction the first time an FBO pulled a rental car up to our plane, handed us the keys and offered to help with the bags! She thought we were rock stars! This static cling tint sheets were good for me. The 73% is plenty. https://greenfilmusa.com/products/g-cling-70-static-cling-window-tint

On the southern route, both monument valley and the Grand Canyon are unbelievable by air! Use the special Grand Canyon vfr map and read the rules so you know how to do it. You can even stop at the airport there to check it out.

I also forgot about temp/sun comfort. Make sure you don’t get the cold draft in the back seat from the avionics pass through to the battery area. Your wife will tell you. Some closed cell foam can usually fix that. Also, you don’t want your wife or kid getting cooked in the sun at 10,000’, so some static cling uv block is very helpful. I used 90% clear (which is almost undetectable tint) to block all uv. It’s much more comfortable in the airplane and it keeps it cooler on a hot ramp. @Skates97 has details how on his website. I fully covered both back windows with static tint and my copilot window.

My wife and I have been traveling with our twins since they were a few months old. We’ve done a 5 hour leg, lots of 4 hour legs, and many 2 hour trips. I personally don’t think going over 4 hours on a leg is good for anyone. 2 x 2 hour legs is probably ok, but id skip the stop and push through instead. My son can stand in the front seat and use a piddle pak. Daughter has done the same in back (with wife’s help), although planning to not use a piddle pack is best but you should have them available! And extra ziplocks! Its sometimes hard to do a second leg in the summer as it gets bumpy and there goes passenger comfort. Always fly in the morning!! Maybe you don’t get the thermal bumps as much in Canada, but trust me, morning is always better. Even if it takes waking up early. Kindles and oxygen were gamechangers for us. We’re a relatively screen free house (at least for the kids), but they get to watch movies on their own kindles in the airplane! Boy does that make life easier, however, if you want them to appreciate the view and the actual flying, forget about it. Wife is usually reading a book. Make sure yours has something to do. Also, my wife rides in back where it’s easier for her to reach/help everyone. Ooh, bring good plane snacks and water that you can eat/drink without making a mess in the airplane! Kids need food to be happy. Oh yeah, back to oxygen… we use it all the time. Even in my F, flying at 10k, after a 4 hour leg, the difference in how you feel is night and day. Kids have been fine with cannulas since they were about 4 or 5. Finally, know how to use the isolate function on your intercom and just do it! You’ll be shocked how quickly a pax (especially a young one) can distract you and you lose your situational awareness. Shocking. My kids are getting slightly better and they are 10. It can really sneak up on you. Also, make sure they have reasonable noise canceling headsets and you have a way for them to watch the kindle with sound but without you having to listen to Barney or Bluey or whatever for 4 hours!

Thanks for the further explanation! Yes, I remember my mechanic checking the rise as I leaned last year in idle and it was pretty close (maybe slightly higher) to the 50 rpm you mentioned. I’m probably set up about right, but I can discern the extra fuel on a warm engine at full rich. I wouldn’t even say it stumbles, it just sounds a little better when leaned.

Do you have to use two probes to measure the difference between them as you indicate above?