MikeOH

Yeah, I learned that there's always a few arm-chair QBs ready to criticize anyone, after the fact, for just about anything and excuse it off as "constructive learning." As far as 'knowing what to do' if the 'unfortunate event' happens to me...well, thanks to RedSkyFlyer, I'll know what to do.

Heretic warning!!! (And, I'll likely lose my CB membership over the following comment) Yeah, 185 bucks for a protected switch is WAY over the top STUPID. However, even with my limited ownership experience I long ago decided anything under an AMU is just not worth sweating over. Sure, you can buy a MIL-SPEC switch for $20 and a breaker for $35, go through the hassle and time of figuring out how to mount it, find a friendly A&P (assumes he will work for free, or add in his cost) to figure out how to make it legal, and, guess what? You saved, maybe, $125. Now, don't get me wrong, IF you enjoy stuff like this as much as flying the plane itself, then I can totally see this...you save a small amount, accomplish something you're proud of, and feel great! In my younger days, I enjoyed that kind of thing. Maybe when I retire, I'll feel that way again. Meanwhile, I'd have already ordered the $185 switch from Spruce, and installed it(yes, with proper A&P supervision).

To further skydvrboy's comment...I used to think about how much I was spending when renting. Now that I own, I honestly never give it a thought. Get off work, nice day, time for a quick flight. Fly to Paso Robles for the weekend, climb in the plane with no more thought than a drive to the grocery store! Most of the money is really fixed costs, the variable cost of a give flight is lost in the rounding. I don't even worry too much about gas prices if I'm on a long trip; a buck more a gallon is only an additional $40 or $50 and is an insignificant annual adder; I'm more interested in keeping my wife happy at a gold plated FBO with "free" cookies Believe me, we spend way more on a nice dinner in Paso...

I rented for decades before owning. Never tried the club route. Here's why: I just didn't see the big advantage...maybe a bit cheaper, but all the same scheduling problems that renting has. Still going to have to wonder what the last guy that flew it did, things are NOT the way you left them, etc. IMHO, if you are worried about the cost difference, you really can't afford to own. That's the one advantage of a club: the downside risks are mitigated by spreading out the unexpected expense. Bottom line: If you can afford $15K to $20K per year (forget the number of hours flown) then it's totally worth it to own. Just remember, it's oxymoronic to justify the cost under any circumstance So, don't even try.

My lap

Seems to me that this issue falls squarely into the reason you have reserves: Unplanned, variable, and/or difficult to quantify effects.

Really no reason to wait to see if they print again. I bought my copy, signed by the author, on Amazon about a year ago; like new condition. Paid under $100

M20F with NA 200 HP. Here's the Cliff Notes of what I do: 1) Take off with all levers forward (DA less than 5000 feet) 2) Above 5000 DA I lean to maintain my take-off EGTs of 1350 3) Once at cruise altitude I set desired rpm, usually 2500-2600. 4) Pull mixture to set desired power (typically 8.5 gph and around 65%) I do NOT use the engine monitor (EGT/CHT), only the FF gauge. After things stabilize I'll check that CHTs are okay. (Typically I don't even bother closing cowl flaps as I get virtually no speed increase and oil temp/CHTs rise) Note the throttle stays at WOT. Even in descent. I just start enriching mixture as I descend. That way I make up some of the time lost in climb. I'll only pull power back when I get within a couple thousand feet of TPA in order to slow up.

Excellent! You just made me feel REALLY good about my M20F...EXACTLY the same engine story: PO found cracked case and replaced along with new cam, lifters, bearings, etc. but didn't spend the coin to call it an overhaul. So, I'm over TBO, as well. I've got the STEC-30 with alt. hold, 430W, slaved Stormscope, speed brakes, a G3 Insight and all the speed mods. Paint's decent. I paid tens of thousands less....maybe my plane IS an INVESTMENT

Well sure. But, good planning allows for a reserve, right? If we were all so perfect why have a reserve? Why do we keep having fuel exhaustion incidents? So, I plan for 10 gph, and run LOP at 8.5 gph; I look at as a another 'reserve' on top of the hour I built into my flight plan at 10 gph. No guarantees of course, but I absolutely think it "lowers the likelihood of fuel exhaustion."

I flight plan for 10 gph, but run LOP at 8.5 gph. Very comforting

Carson's speed explanation for dummies: 1.3 x Best Glide Speed

Can't seem to keep my fingers off the keyboard...please don't take offense. 1) My number one criteria was a plane that had been flown a bunch (50-100 hours/year) for the last several years. I figured that the important bugs must have been worked out or the PO couldn't possibly have flown that much. 2) All other things being equal I'd pay a bunch more (like $20K+) for a plane that has NOT been sitting. More I think about it, I'd probably walk from a FREE plane that had been sitting for a decade; see number 3. 3) Are you buying because you want to fly when you want, where you want... RELIABLY? Or, are you a guy that enjoys turning wrenches, hangar flying, etc MORE than flying? 4) What's your FLYING budget? NOT your purchasing budget. Don't ever confuse the two: the FIRST one is what you MUST make sure you can afford. IOW, don't buy cheap because your after purchase maintenance costs may eat up ALL, and then some, of your FLYING budget.

I, too, switched from Falcon to Parker last fall when my rate went up and Falcon ignored my requests for an explanation/re-evaluation. Parker's communication is EXCELLENT! He answered the why's and put up with my many back/and forth questions. In the end the rate was the rate, but I had a good explanation of why. Funny thing, AFTER Falcon got news of the new 'broker of record' letter they called me! To their credit they listened and understood why I left and were apologetic. A little late, I told 'em.

Nah, with their pricing I'm thinking they've got more serious 'habits' to support!

285 friggin' hours??? WTF??? Ask them if the price is based on using their BLIND employee! Actually, a blind guy could probably beat that time...maybe they're using the guy with no hands

Thanks!

I didn't see where you said, 'volume.'. Your comment about fewer air molecules was spot on; you 'splained it fine

Perhaps..but, I have found one never thinks of things they've never considered

I was under the impression rates were up significantly for all GA, not just Mooneys. @Parker_Woodruff What say you, Parker?

I agree with your earlier comment that the seal just doesn't seem like it was only a few days old...maybe the if seal material is wrong and the 100LL got to it...but, it just looks 'old.' Any chance you got someone else's gascolator? You know, the innocent screwup where you got the other guy's pre-overhaul unit. Any idea of the thickness of your old gasket versus a the 'new' one? I think your idea of soaking the new gasket for several days is a great one! No signs of swelling or deterioration would be a big confidence booster that leaks won't develop later after install.

Thanks. Good to know no action required.

It's the go-around in actual (at mins) that has me wondering...if I understood you correctly, you were doing this for real. Was a SE miss doable?

Does it auto switch to GLONASS if GPS is lost? if not, how do you select?

Two random thoughts from a member of the peanut gallery: 1) Is the seal really the correct size and material? (could be deteriorating when exposed to avgas) 2) Is the bottom half 'bowl' fully seated? (Maybe not enough torque, or a burr preventing the bowl from properly trapping the seal)