gsxrpilot

This is something that I've gotten from all the wisdom and experience on this site. Consequently I won't fly or ride in a Mooney without shoulder belts and a proper CO monitor. Of course, I can bring my own CO monitor along if riding in another Mooney without one.

You need to take @DustinNwind up on that offer. The education would be worth a hell of a lot more than lunch and fuel. To say nothing of the value of a second set of eyes that have no emotional stake in the purchase.

It could be the baffling. It could be a different temp probe, like a ring instead of the post on that cylinder and only the indication is different. I'm sure there are some other reasons as well.

I think this one looks like a worthy candidate. But here is what I'd do before starting a pre-buy. See if someone from here on MooneySpace can go look at it for you if you can't look at it yourself. Those of us who own Mooneys have dealt with plenty of maintenance issues and can probably give a thumbs up or down at no cost to you. Even if you are able to go look at it, see if someone here can go look at it with you. Get the logs if you can, go through them, ask for help here to go through them as well. When looking at the logs, see who did the last annual or the last few annuals. If it's a well known shop, it's worth getting on the phone with them to ask about the plane, and the owner. Ask "what doesn't work?" Also ask the owner what needs to be done. If the answer is everything works and it needs nothing, you probably move on to the next one.

If you don't want to donate then don't. There have been plenty of appeals made here that I haven't donated to. But trashing the GoFundMe that @MrRodgers set up and/or those participating is just being an ass.

I'm in. Thanks @MrRodgers for setting this up.

I wouldn't think so. They would be behind the closed intake valve when the exhaust valve is open.

I really need to do it. I've got right at 2000 square-feet.

Yep! It's amazing how much maintenance and troubleshooting can be saved by having a good engine monitor and knowing how to read it.

This is about the time I wish my hangar wasn't so big...

Yes, I believe it can. I just didn't have anything else to put over there and didn't bother to pull it out.

Be careful, it's easy to get carried away... although I don't know anyone who after it's all done, wishes they'd not spent the money and upgraded their panel. I went from this... To this...

That's why you do it enough times until it becomes a non-event and poo is not triggered. Poo in an airplane is never a good thing. You want to calm, cool, and very collected at all times. It was scary the first time, but after a few times one comes to realize it's really no big deal.

I'm one of the proponents of running a tank dry and have done it many times. I learned about this and was convinced of it while taking the APS course in Ada, OK. It's an intentional event, never unexpected. I'll have my hand on the fuel selector ready to make the switch anticipating the stumble. Only in cruise flight with plenty of altitude beneath me and nothing else going on at the same time. The benefits... Filling the tank after such an event allows for very precise calibration of gauges, dip stick, etc. It's a demonstration of what happens with fuel exhaustion, so if it ever does happen unexpectedly, the natural reaction is to immediately switch tanks. When stretching range on a long flight I prefer to arrive with my last 10 gal all in the same tank rather than arriving into the pattern with only 5 or so gal in each tank. Just my $0.02 BTW... doing this above FL200 is a different situation and might require several (10 to 15) seconds of high boost pump to restart.

The CGR-30P/30C combo from EI would go nicely in that panel. And I believe the combo is price competitive with the EDM-900. While you're at it, get some CiES fuel senders to go with the engine monitor. There's nothing quite as comforting as KNOWING your fuel situation per tank, accurately and at all times.

That was exactly my situation. Because I religiously upload my JPI data to Savvy, and a lot of seat time staring at my EDM900, I recognized immediately that I had one cylinder, #2, was way too lean. The good news was it started on the flight to SWTA. I got there and told JD that I thought the #2 injector needed cleaning. And then it was all back to normal with a good GAMI spread. BTW... a good long inflight mag check confirmed it wasn't an ignition problem. Have I mentioned, I can't imagine flying behind an engine that's worth more than all three of my cars put together, and not having the instrumentation to know what's going on with it every single second?

LOL, I've been fortunate that I've always had super easy access to JD and his team at SWTA. So no, I didn't pull the injector myself, but they did.

I disagree on the 100 hour cleaning schedule. Anytime they are out of the plane for cleaning, there is always the chance to contaminate them. Just a single fiber from the cloth they're sitting on after cleaning, can affect fuel flow. Also, there is solvent (100LL) flowing through them constantly. So with "infant mortality" in mind, I only clean mine when I see a problem. I've gone to only pulling mine for cleaning when I notice a change. For example, on a recent flight, my GAMI spread was way off. One cylinder seemed to be different than usual. So we pulled that injector, cleaned in and put it back. Problem solved, GAMI spread back to normal. Just my $0.02

What the @Oldguy said. EDM 900 is the way to go. Anything less and you'll be doing it again and putting in the 900 down the road anyway. The IFD540 GPS is the top of the line way to go. There are lots of other cheaper options, but you get what you pay for. The PMA450b audio panel makes a very unexpectedly huge difference in the cockpit.

I don't think this is the case. I've run my M20K everywhere from 20° to 80° LOP and the TIT is never a factor. It's always below 1600. I think the challenge here is that with the 231 and a manual waste gate, moving one lever such as the throttle, affects the others. So you're constantly needing to rebalance the Black, Blue, Red knobs. It can be done, but it's not a trivial effort. FADEC would be nice. With the 252 and the automatic waste gate, it's much simpler. I can set throttle and RPM, and then go play with the mixture to get to my target LOP setting. One thing that is unique about flying the Turbo's LOP is that we don't run max throttle. So there is that additional adjustment point. With my 252... 80° LOP requires more MP and a bit more fuel than 20° LOP. Which might seem counterintuitive. 26" 2500, 9.5 is about 20° to 30° LOP or 30" 2500 10 is about 80° LOP. I generally run 26" 2500 9.5.

Yep, exactly what a manifold pressure gauge is measuring.

1. "All the O2 you need" up to about 17K, but not nearly enough if above 18K. 2. Not complicated at all and I get 4x the O2 time out of the bottle with the MH O2D2. 3. It's not about "toping the weather" but about more range or shorter trip times. On a four hour trip, the difference between 12K and 24K will be more than 30 min and nearly 10 gal of fuel. 24K is often much more efficient. It's also safer in the sense that there is a much larger glide ring.

You won't damage the engine. None of that has had any negative effect on my engine. I do steep spirals, power off descents out of the flight levels, etc. No issues and coming up on TBO.

I thought the first part of the video talking to pro pilots and GA pilots about maneuvering speed was one of my favorite bits and did make me think. I certainly know what Design Maneuvering speed is and why it's important. But the point that was made to me was that minimum speed should be top of mind. The other thing I got from this was to "Do" without hesitation. I enjoyed the video and thought it was quite valuable.

I tried for a few years to get an Australian pilots license. But in then end, just couldn't navigate the medical requirements. I have no problem with holding a medical here in the US, but the CASA system where a Doc in Canberra makes the decision to grant or not, and the local Doc (AME) has no decision making power and is only there to fill out the paperwork and send it to CASA, and there wasn't any way for one to talk to the Doc at CASA, and no appeal... After about 3 years of trying, I gave up. I agree, CASA does make the FAA look good.