tmo

I only blow dry air in via the dipstick on a permanent basis. I also leave desiccant in open containers in the cabin (baggage compartment and both footwells). When the temperature warrants it, I'll pre-heat the engine by blowing warm air up via the cowls during preflight; might also warm up the cabin some. In due course I might end up with a remotely controllable setup to start the pre-heat as I drive to the airport, too scared of possible fires with the current setup. I do not plan on any permanent heating setup for the engine, ever. If I ever build my own hangar, I might consider a heat pump and heated floor. But that will probably mean I have to live there...

At least you'll know it is done right. If I had your skills, I'd seriously consider this route.

If anyone is looking to unload KFC200 parts for real cheap, I'm interested in items for my spares shelf. Especially that mine is acting up somewhat. Could also use a 12V electric vacuum setup for cheap, I'm currently using a crude setup based around a removed engine driven vacuum pump and a cordless drill to exercise the KI-256 spare I have.

But shortens landing distance if performed correctly.

One of the times I wish I could do both a "like" and a "thanks".

FWIW, I had c/a 80h TT when I bought my K. Haven't started on the IR practical part, since I have to pass a crapton of exams first. PPL in a C152; single digit hours in similar planes (Tecnam P2008JC, C172).

Well, the (impact) force on the door / hinge will be greater when the door is torn open by the moving air as opposed to one statically propped open, right? If so, it could be the "tipping point".

FWIW, I bought some stuff off Charles and he's been more than great to work with.

Dynon and Avidyne... I really hope they don't mess this up for by some petty argument over compatibility / whose STC is bigger...

Except for Trio, Dynon and Garmin, possibly. They became dead to me the moment King bought them, not that I ever seriously considered the TruTrak or Trio.

He did say he filed a NASA report, so I doubt the video will work against him in any way. He ain't no Jerry. I'm with Mr. Steingar on this one, I try to learn from others' mistakes if I can force myself to. I did start locking the baggage door after RedSky's adventure. Of course, to each one's own.

GPSS should not make any difference for altitude, it is just a heading error thing. Time for an on board camera maybe? Will take the guesswork from recreating the sequence of events and states associated with them. Which reminds me, I should figure out how to mount mine.

Aaron, looking at what gsxrpilot wrote - are you sure you had ALT (hold) locked and armed, and not just a properly trimmed aircraft that held altitude because that's what good planes do when trimmed?

The Mite is just a 337, right?

Isn't the catch that you can upgrade (or possibly even repair) the G1000 only with Mooney's parts / approval, and the non-G1000 ones can be upgraded piecemeal and forever? Well, as long as they get listed on the relevant STC/AML - which is both more likely and more economical than the "all eggs in one basket" G1000 solution.

Page 4-9 of the M20K POH says "The ENGINE OIL MUST BE WARM, at least 100F ..." and the caps are as quoted.

Thanks. I wanted to be sure there isn't some "better than book" procedure, known by the more experienced, which sometimes is the case.

While I believe Continentals are known for lowish oil pressure, I would not consider this normal on mine, if the RPM isn't below say 1200. If OP says "On my last flight the pressure stayed in the yellow arc, 24PSI" then I'd definitely not consider it normal in-flight pressure. +1 to the checking of the gauge / wiring (do not forget ground) / etc. If you mean temperature looks normal, than yes, I agree, that looks good.

Only the ones that haven't yet rusted to s#it. Seriously, the grapevine says our national airline has a few that literally flew for 3 months, got grounded, and aren't even close to airworthy now, despite being mothballed the way Boeing wanted them to be. Sadly we don't have the vast dry deserts of Arizona.

So what is the proper way to run a tank dry and switch to the one with fuel above 18,000 ft?

Also, if all the above fail, perhaps a weak spark due to improperly gapped / dirty spark plugs and / or a sub-par ignition harness?

The Lycoming anti-scuffing additive (LW­16702) has been suspected of causing issues with Continental starter adapter clutches slipping, if my fuzzy memory serves me right.

Not really relevant, as the Continental TSIO-360 in my plane is different from your Lycoming 360, but I regularly see oil pressure in the yellow at idle when the oil is warmed up really well - usually when taxiing back after a longer flight. I don't recall it ever happening before take-off - the pressure is usually at max allowed.

For private use in EASA planes the owner has quite a lot of leeway, if they accept the responsibility. Things have changed a lot in favor of the private GA owner-pilot in EASA-land. I'll show myself out, but first I'll quote: 21.A.307 Release of parts and appliances for installation A part or appliance shall be eligible for installation in a type-certificated product when it is in a condition for safe operation, and it is: (a) accompanied by an authorised release certificate (EASA Form 1), certifying that the item was manufactured in conformity to approved design data and is marked in accordance with Subpart Q; or (b) a standard part; or (c) in the case of ELA1 or ELA2 aircraft, a part or appliance that is: 1. not life-limited, nor part of the primary structure, nor part of the flight controls; 2. manufactured in conformity to applicable design; 3. marked in accordance with Subpart Q; 4. identified for installation in the specific aircraft; 5. to be installed in an aircraft for which the owner has verified compliance with the conditions 1 through 4 and has accepted responsibility for this compliance There was a very good thread on EuroGA on this very subject not that long ago, but I can't find it. There's also an official EASA Certification Memorandum explaining some things.

Or, better yet, straight from the horse's mouth: https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=9150V