PeteMc

Hopefully someone here will have a contact for you. But I'd also suggest posting something on Facebook in the Flights Above The Pacific Northwest - FATPNW group. And is it a C or N registered aircraft? That will probably also be a factor.

I could see that working for a few weeks if you're on a long trip or while the plane was in for the Annual or a major panel upgrade. It would be nice if you're on a long X-US trip to be able to pick up a hangar for a night or a week. And if it is your hangar, I wonder if in some states you would need an iron clad agreement that you can pull the plane out of the hangar at the end of the rental period?

Did I miss if you said you actually saw a fuel fluctuation or you thought it was a fuel starvation issue? Do you have pressurized mags? You can get some misfiring if the mags are not pressurized, but I would think it would happen at any higher altitude, not just at 12K. But I learned about this issue when I first got my K many years ago, so I don't remember exactly at what altitude range was the issue. And I had my mags pressurized within a few flights, so I never actually experienced the issue.

Yes, there are screw ups in security and a bomb MIGHT have made it on the plane. But as the others have said, it's highly unlikely. Unless there's an actual person (or persons) that brought on things they combined to create some sort of incendiary (or less likely) an explosive, then you have to consider the odds that it's a hoax.

I've never seen anything and I've never used either boost pump in flight.

@MooneyMitch Had a friend in HS that had a restored '56 or '57 Thunderbird. His dad found it in pretty good shape in a barn in central WA.

There's probably a shop you can take it to that will clean it up and then re-chrome it for you. Doubt they charge much to clean it up, but you can also always do that before you take it to them.

I haven't been to OSH in a while, so I don't know know about Garmin now. But for other manufacturers when I did go, they charged you then and extend your subscription.

BTW.... who's going to OSH that can sign me up for a discount?!

Sounds like you got a rep that was clueless. If you look at what @Tim-37419 posted above, it only matters when you buy it, not when the shop restocked their inventory.

I wonder if you (we pilots) check more frequently than it does if left to it's own programing. That could cause the battery to run down a lot quicker.

I think you then fall into the category of those that will agger one in... Everything would have to be EXACTLY right for you not to be in a situation where you can't keep the nose straight down the runway if you really don't have rudder authority. I have no problem trying most any runway if the wind cross angle or the velocity are not crazy. But it's not about the numbers, it is all about giving it a try to see if I still can easily make the plane go where I want it to. If you're going to hope you slip it down onto the wheels because you really don't have actual FULL control of the plane to make that happen, I see it as an accident waiting to happen. One good short gust to lift you up and then just as quickly going away will be real interesting. Just my opinion...

The basic pulse oximeters are fine, they've been around for quite a while and are all pretty accurate. But you really need to know your own personal O2 saturation to then decide when you need start using O2 in flight. The video below is from Dr. Brent Blue, Sr AME and talks about using your numbers. At sea level you may have an O2 saturation of 97, so he says at -5 (92) you should consider using O2. If you drop -10 (87) you must use O2. But he says his normal O2 saturation living in WY might be 93. So he should use it at 88 and must use it at 83. So it is different for all of us and you need to know your "normal" number. Video also has a discussion on Carbon Monoxide, so it's worth a view. https://www.youtube.com/watch?v=pOEBoeuyR0U

It shouldn't take too much time at all and you have a couple of options. If you've flown that plane a lot you should have an approximation of how far to lean, so maybe go 1/3 of the way there. Then if it is a busy Apt, when you're #1 go full throttle and lean as you watch the RPMs and then reduce to idle. Then taxi onto the Rwy and go. If it's a slow airport, similar to a short field TO. Taxi into position, go full power and lean and then just release the breaks. Remember to Watch The Temps on climb out and enrichen a little if the temps are going up too high.

I always ground lean even at sea level and 5900ft seems pretty high to be running full rich. I'm not sure if you're POH has anything about departing higher elevation fields, but you might check. I don't remember the procedure for the Mag check, but do remember you needed to lean for max RPM at altitude before Takeoff, keeping an eye on the temps in the climb. Hopefully someone that flies a non-turbo plane in the mountains all the time chimes in with some recommendations.

So you have a box in your 28v system that drops the voltage to 12v going into the Pitot switch. And why do you assume it is faulty???? What is the input voltage to the pitot heater? Is it possible it is 12v and that's why they dropped the voltage? Guess it is also possible that a prior owner couldn't find a 28v heater and they added the box so they could put in a readily available 12v replacement. Maybe a call to a Mooney shop or someone here can confirm if it is supposed to be 12v in an R (or your year R).

The M20P you might recognize from filing a flight plan. On the FF side, to set up your Aircraft you want to put in your N# and your type aircraft should come up. There might be a S/N range, but it should be right there. And yes, you may see other options because there could be different engines, changes in the model, etc. When I put in my N# it pulls up M20K/231 (M20T) TSIO-360-LB(1). But if I look at the drop down options I also find M20K 252 Rocket, M20K 252 TSE, M20K 252 Encore w/ 2 engines, and the list goes on. So be sure to try your N# first and stick with it unless it really doesn't match up. Then reach out to team@foreflight.com.

Thanks! Also hearing good things about C&L in CA.

Being new to hangar life I'm petrified of whacking the wing tip against the side. And I want to be a little off center to be able to walk around the door side a little easier. So I picked up inexpensive traffic posts. I just pull them out on that side if I'm along. If I get too close I'll tap one of those before I get actually get to the hangar wall. And I haven't done it, but I've seen people hang a couple of ropes down at the front of the hangar (guess you could additional further in). They line up and the tail goes between the ropes. The ones I saw had a pretty narrow slot, they stopped just above the guys VOR antenna so they didn't get moved around.

What are the extra strips to the side supposed to do?

My O2 bottle and regulator went in for a check and there has been ZERO leakage from the system. Shop sends back a report to the mechanic that the regulator is leaking internally and externally and has a big $$$ estimate attached. Mechanic doesn't agree and told them to send everything back. But if it was broken, by them or taking it out of the plane or who knows how, I still need to get it fixed. So suggestions on the best shop to send the regulator to? It's a Scott system out of a 1980 K/231 but the logbooks are at the mechanic, so I can't tell you the exact model of the regulator.

I'm sure they were already told the plane was empty. Not much rushing and potentially getting injured would accomplish. No real clue about firefighter training, but there are so many things where you learn in training that a steady consistent pace is ultimately faster than rushing and having to do thing two or three times to be able to move on to the next task.

I had a Mooney near me on the ramp at FRG just becoming a giant birds nest. Airport does have a clause in the lease about the planes being airworthy, but that's a last resort. This particular plane was apparently being kept by the wife, who know very little about flying or owning a plane, because it was her late husbands and he loved to fly. So she wanted to keep it. It did eventually go away and hopefully it could be made airworthy again. I think the airport might have pushed the issue when they leased a big section of that ramp to an FBO and the Tie-Down list started to getting pretty big.

Higher speeds are great on final, but you still have to stop the plane from flying at some point. And I'm guessing the no flaps in the higher winds is because of the greater crab angle that can disrupt the airflow over the elevator & tail if the flaps are down.

A couple of winters ago KFRG was working on Rwy 1/19 that was the predominant Rwy with the winter winds. LOTS of interesting landings on 14/32 that year. I don't remember the numbers now, but a strong wind to begin with and even stronger gusts. I knew it was going to be a "we'll see" approach to see if the rudder or the x-wind was going to win. All was great right down to where I was pulling the power back and the current gust went away and I dropped and bounced. So I got to Go Around and try it again! (Should have logged an extra Takeoff and Landing on that one!)