Skates97

It eliminates the muffler/heat shroud with the welds that can break/crack and allow CO to enter the hot air flowing to the cabin. Instead, there are solid pipes with no welds that the air passes by to be heated. One of the pipes would need to crack to introduce CO into the cabin.

Great story, well written. We had the opportunity to fly there a few years back on a coast to coast trip. It was an incredible experience, and while I was expecting to feel excitement and awe at being there, I was actually surprised by the level of emotion I felt. Your article's title of "On hallowed ground" sums it up perfectly. Here's the writeup from our visit. https://intothesky.com/2019/07/09/coast-to-coast-mission-tour-day-6/

Power flow weighed 2.5lbs more than the stock exhaust on my O-360 so I didn't lose much. Like you I saw benefits. With over 800 hours in the plane with an engine monitor before installation I have a pretty good base to work from. Stock exhaust I saw 166 mph TAS on 9.8-10. gph, with the power flow at the same fuel flow I see 170 mph TAS. I can lean it out down to 9.1-9.2 gph and still see the same 166 mph TAS. In the climb from 100' MSL up to 9,500' I average an additional 300 fpm which gets me to cruise faster. I have not seen additional heat issues. The additional cost during annual isn't a factor because I do owner assist so it's my time not the mechanic's time to disassemble and add anti-sieze to the joints. I also like the reduced (almost completely) risk of CO poisoning.

We have one and fly at 9,500-11,500 with it and similar experiences. On a level 3 if I am solo it keeps my sats at 98-99%. Just to test it out I was at 9,500' with a pulse ox on and the O2 flowing and I was at 99%. I removed the cannula and kept the pulse ox on, within about 2-3 minutes I was in the low 90's, replaced the cannula and in less than a minute was back up to 98%. When my wife and I are using the splitter I keep it at level 6 and plugged into a 12V that I had installed in the baggage area. After a 4 hour flight the battery was still full.

Just to the bottom of the crossbar of the yoke.

I do the same, I have two bungee cords, reach in and run one from each rudder pedal on the right side to the bottom of the right yoke.

I've found flying at night under foggles helps reduce the amount of visual cues you get. It's still not the same as being in actual, but it is much better than daytime with the foggles. Going up tomorrow evening to shoot three approaches.

If you're on FB you could try posting your request in the West Coast Mooney Club group.

Joe, good to hear retirement is treating you well.

At what level does it stop leaking? That gives you an idea where to look for the leak when you open up the inspection panel. Before I bought my plane it had a complete reseal done by Wetwingologists in FL. The right tank, if I filled it, would get a leak like that. It would stop once it was at about 22 gallons in the tank. I called Wetwingologists and they were happy to fix it under warranty but I was on the other side of the country. He said it was likely a quick fix as sometimes there will be an air bubble in the sealant that pops and dries leaving a pinhole. I measured how far down the fuel level was when it stopped leaking to give myself an idea where to look. We drained the tank, opened up the inboard inspection panel on the bottom, and I looked around the sealant at about the level we had measured and sure enough, found a pinhole in the sealant. Applied sealant there and it hasn't leaked since. Knowing at what level it stops leaking will give you an idea where to look in the tank for the issue. You can also follow the Don Maxwell method. Fuel Tank Repair.pdf

@Fusco, I put a Power Flow in my 65 D/C a few months back. The old system is sitting in a box in my hangar. It is serviceable without any cracks, it does have holes in it for EGT sensors. If you are interested I can send pics and we can figure out what it's worth. Send me a PM if you want. If you go the rebuild route, my understanding is that to call it a rebuild they just have to use something from the old system which is usually a flange, everything else is new.

@Parker_Woodruff is probably the best source. (And also the best agent )

Sorry, a very late response to this. Getting good pics requires removal of the top cowl. This past weekend I did an oil change and with the cowl off and oil filter it was wide open for pictures. @Andrei Caldararu

I added a Powerflow a few months back and see better cruise speeds and an extra 1-200fpm in the climb above 8,000' than before. I typically cruise at 9,500-10,500 as you need to so you can clear the big rocks out west. In cruise up there with the same fuel flow settings I went from 166mph TAS to 170 mph TAS. (Everything in my old 1965 is in mph but translates to about a 3.5 knot gain). I am able to bring it back to 9.1-9.2 gph and still get the 166 mph TAS which used to take 9.8-10 gph to achieve.

It wouldn't hurt to double check where it is coming from. I had a similar issue and it was actually the oil quick drain. There is some reverse airflow and the leak could be lower down and oil getting pushed up and out the front by the airflow. Clean the engine well and add some fluorescent dye to the oil. Fly it around the pattern once, anymore flying than that and oil will be everywhere and hard to pinpoint the leak. After landing put a blacklight on it and the leak should be obvious. This was the leak from my quick drain after a trip around the pattern.

I bought the most plane I could afford and then saved up money. The most "modern" avionics it had was a Narco MK12D radio... I put in dual G5's and a GNC355 along with a GTX355 for ADS-B out and a PMA450B audio panel. I did all the work myself under supervision of my AP/IA. The garmin stuff uses a CANBUS which helps with the installation. The transponder was first to get ADS-B compliant and I think I was down about a week working in the evening after work and all day on a Saturday. A few years later when I did the G5's and the GNC355 I was down a couple weeks, again working on it in the evenings and I think a couple all day Saturdays. I also put in a PMA450B audio panel at the same time. I will admit there were a few times looking at all the wires and wondering how much it would cost me if I had to pay someone to put it all back together. In the end, I just went slow, everything worked, and I was glad to save the money and downtime on the installation.

I put a Rieff on ours for when we fly to CO in the winter for ski trips. It comes with the adhesive to attach the heating element to the oil sump. I would recommend spending the extra to also get the heating element for the oil cooler. It's worth the extra money to me knowing I don't have warm oil getting slowed down and building up pressure in the oil cooler because that oil is still at 10-15° F.

March won't let you do a touch n go, I'm claiming Banning as no man's land between the IE and Palm Springs. Riverside was extremely busy. Ended up flying all the way around to the south side of their airspace after leaving Flabob before I could get tower to acknowledge me. Then tower initially gave me a full stop even though asking for the touch n go, asked again and he then cleared the option and left closed traffic, instead of trying to get a departure to CNO I just asked for a SW departure to get out of his airspace and regroup.

Epic flight on Saturday. I decided to try to hit all the airports in the Inland Empire in a single flight. Video and blog post coming in the next week or so. Totals: Flight Time 1:58 13 Airports (Including KFUL where I'm based) 12 Touch-n-go's and 1 full stop back at KFUL

The Androids do and you don't have to pay extra for the cellular version.

Interestingly, Imodium is on the prohibited list of medications. Surprised me when I came across it a few years back. OTCMedicationsforPilots.pdf

Just a drop in the proverbial bucket when it comes to my aviation expenses.

Some Super Soundproof closed cell foam insulation, cut a little oversize and stuffed in? https://www.aircraftspruce.com/catalog/appages/supersoundproofsheet.php?clickkey=59594

Congratulations and condolences in the same sentence. Glad you will be sticking around.

Let the speed bleed off as the runway came but still fast and floated a bunch before it settled down.