MikeOH

BINGO!

Thoughts? Their kids are headed to college on the Mooney Pilot Scholarship plan

@EricJ I swear, if that happens, I'm holding YOU responsible for giving them the idea!

If the oil temp needle is off the peg, I'll take off. Taxi and runup has always done that.

That's why I've always thought this whole 'burn cert' thing was beyond silly. In a large cabin class aircraft (like a commercial airliner) it makes sense, but not for a four seat GA plane!

Well, there you go! I've been worry free for just 8 years, but it feels good

My F has a fixed step. I rather like not having to worry about any mechanism having issues. I can live with the 'massive' loss in speed

Ok, as I'm thinking about redoing my seats I'm very interested in this topic! The foam price out of Oregon Aero is INSANE! Even Spruce seemed pretty brutal at nearly $50 for a small (16" x 18" x 1") piece of polyurethane foam. Some Google Fu came up with this: https://foamonline.com/product-category/foam/high-density-foam/?srsltid=AfmBOoq_4fImxf8F-pwv6sd49M5iHxJUYYXLBsJ_uc57-msi8pPxYCAq $6 for the same size sheet! That seems a bit more rational! To my CB mind, anyway You'll note there is some reference to some flammability testing standards at the bottom of the page; I have NOT looked into their equivalence/suitablity for aviation requirements. But I plan to!

@Captnmack Can you elaborate a little bit more on what you are after? Your new weight and CG should be all you need to enter into ForeFlight; it should have the default factory envelope limits. If not, you can get those from your POH.

Uh, YES IT IS! Just because YOURS and your SR22 buddy's are not is hardly evidence of GA as a whole! Look, I get it, YOU don't want to think there is anything wrong with YOUR plane, and you tell yourself that 10-20 ppm is not that dangerous (50 ppm is the OSHA 8 hour limit) but you are flying and at altitude the effects are likely more serious. Mine is zero in cruise, and just go back through this thread and look at all the individuals also with zero in cruise. It is NOT an anomaly to have zero. It's got nothing to do with how ancient our engine designs are; it's all about properly sealed cabins and healthy exhaust systems.

Hmm, I don't think it's 'wishful' thinking whatsoever. Mine reads zero nearly all of the time. Exception is 10-15 during runup, sometimes. Or, if I have the door open on hot days when taxiing. As you can see from this thread I am NOT the only one. Frankly, if YOU are seeing 20 ppm in your plane, you should investigate why.

Mine was overhauled around the time of the Aeroshell issue. But it leaked before and after, so who knows? I think Nyco is the new recommendation, but can’t be mixed with the Aeroshell. However, you can mix Aeroshell 5 with 6, FWIW.

It also helps that I just won’t go outside if it’s below freezing

YIKES!! I'm not trying to be a Karen, but OSHA sets a 100ppm limit for a work environment; MUST evacuate the area! If the 800 ppm is real, I would NOT fly the plane. The exhaust might be getting in from leaks in the rear fuselage but that’s just a guess as I have never, thankfully, had to deal with high CO levels.

I’ve had the same issue since I’ve owned my F. I have a Hartzell 2 blade with the non-AD hub. I had the prop overhauled and it still leaked! Sent it back…still leaked! Flew for a few years and sent it in again…guess what? Yup, still leaks! But, now only one blade, and it’s less. I’ve pretty much resigned myself to just living with it

I think you nailed it. I, in no way, claim my 5 or 3 or whatever seconds is a 'formula'. I think it just improves the ODDS that you end up in that 'range of fuel/air mixtures that are combustible'. There are, as you say, way too many variables at work on any given start.

I wouldn't fly IMC without both a second comm and VOR/ILS. GPS craps out and your iPAD is going to only be good for watching movies. And, having to use my handheld in IMC to communicate with ATC is NOT a scenario I want to experience! But, that's just me

@Echo FWIW, I have had good luck with a 3 count for prime. Granted I'm in southern California and I'm normally starting with OAT between 65 and 80 most of the time. If it's hotter than 80-85 I'll just prime a second or two. Colder than 55 and I'll go closer to 5 seconds. I don't think I've ever started at less than 50 Oh, and I wait at least 5 seconds (when it's >75), and longer if colder after priming and before I crank.

Has the OAT been different for the last ten starts vs. previously? I've experienced what you have when I have OVER primed. I do NOT ever go full rich when starting; I'm at ICO after priming, crank and as the engine fires I slowly advance the mixture until the engine runs smooth. Then reduce the mixture after a minute or so when there is engine temp rise.

And thank god for that! Do you really want MORE rules and laws? Remember, not all of them are going to be ones that YOU agree with! Be careful what you ask for is never a caution to forget when dealing with the Federal government!

Nah, I merely pile it in just one back seat! On the ‘never yet happened’ four passenger situation it’ll just all get pitched into the baggage area

Back seat is my storage area of choice

I'd be VERY curious how many hours the seller put on the plane in the year, or less, that he owned it.

Frankly, even WITH the engine data it's going to be anybody's guess went wrong. That is, just exactly what specific engine data is going to discern between water in the fuel and blockage due to crud?

They already announced it!