Boilermonkey

So is that a partial loss of power until you got it down? Does not sound like fun. Were there any indications before failure?

What was the total time when it crapped out? How did it fail? We are at 2291 running well, no issues with the oil analysis, and borescope in April found no issues. The engine is scheduled to arrive late December....

Tint the rear windows with static film. Ram mounts for an iPad or two.

The turn back is a great topic, unfortunately I've witnessed it not working out. (they (two pilots) were flying a M20M, only a year different in production than mine, at my former home airport) As an observer who replays the events often it was easy to see outside the aircraft that there were problems on or after rotation. The easiest issue was how much runway they had ate up before rotation. The safer option would have been to push the airplane back down on the runway and possibly slide off into a metal fence. That's not what happened, they continued, wallowed, began a turn back, and crashed. Not in a stall, but they had no room to put it down safely, causing one to perish and their other to have life threatening injuries. Now speculation and what I have taken away from that tragedy. 1) An engine failure at low altitude is best handled by being hyper-aware of what is happening during the takeoff...and putting it back down immediately. (try to avoid the need to turn back) --What are you're EGTs doing? Runup, initial roll, rotation, 100ft, 200ft, DER --What can you hear? Turn on noise cancelling after 1000ft. --Fuel flow & pressure --Take off distance (how much runway have you ate up before you commit to rotation &&& where you could put it back down?) 2) Always look at maps to find fields, roads, rivers, etc. that you could land on straight ahead wherever you are planning to fly. (even choose airports based on that....I moved airports for that reason!!) 3) Practice turn backs and engine outs...but that's a last resort.

Reman is on order. Scheduled with Oasis. Thanks for the advice MSers...planning for the best possible outcome.

Did you try any of the engine out approaches with prop full forward versus all the way out. It's amazing what the prop pitch does to the aircraft performance. At low altitude it might not matter as you'd have your hands full getting her down safely. Whereas if you had some time and altitude it's a good idea to pull the prop all the way out.

The startle factor is a time question. If you haven't started the turn on speed (or above) at 1000ft...then going back isn't an option. Given that, a pre-departure briefing of what's straight ahead is really important. As well as abort points on the runway. It might be far better to go off the end or into a fence than trying to make something happen in the air.

Sounds great. M20Cs are a wonderful platform for IFR, so you might consider an AP. Aside from that I wouldn't change a thing. If you're serious about buying, I would consider doing an annual instead of a pre-buy. Depending on how recent that was, ask the owner to pay for a portion of the costs...or just any issues that come up. Then you've got a new airplane and a clean slate that has an A&P IA signature that means something. As a part of that I would borescope the engine and have an oil analysis. If nothing else you get a baseline. Also confirm the oil consumption. A few $ks now can save many more down the line.

Wonder how much risk with beaed oil when wearing a mask?

I have a Bravo with the built in system. I use the Oxysaver cannulas right now and they work well. My airport doesn't have O2 service, so I had to get tanks, a filling system, and put it in the hangar. It cost about $500 to get everything, but now the cost of filling up the tank is pretty low. Hence I am not planning to get a pulse demand system since it would take a long time to get a reasonable payback. Moreover, it's another thing to clutter up the cabin or fail. I am thinking about the alps mask and mic ...just don't know how often I would use it. I moved up from a M20C to the M20M in April and haven't seen too many flights where going higher than 18K would have made a big difference.

Don…our airplanes are only separated by one serial number. I wonder who the middle child is?

Got a few pics of fellow MSers. Happy to get more next year, just buy me a beer PXL_20210725_145019666.mp4

Don't be this guy:

...and don't forget...in any circumstance where you get too slow...unload the wing... lower the nose.

90kts indicated, I was just saying the speed in the video is captured by the camera's GPS. In the C I was half flaps, gear up. In the M I am full flaps and gear down so I can keep the engine spooled up a bit.

Short answer, yes, buy a Mooney. Long answer: describe your background, a little bit more about your mission, like is it for yourself or a family?

Here's a few videos from prior years. Give you an idea of the landing and arrival process. I was PIC on both. (FYI, the video speed is groundspeed, not airspeed, you've got to keep it right at 90 kts, the altitude is also inaccurate). The Assh*** in the high wing cutting under me was real nice. EAA has some good videos for the new arrival process with additional convergence points.

Coming up on a Cub going slower than 90kts between RIPON and FISK.

Don't sweat the details (except flying the aircraft in). You're memory of the "fun" is probably what your 10 year old will remember when she grows up. I started bringing my kids along when they could potty and shower themselves. About 6 yrs old. I've always done it without my wife as we've always had another younger kid that stayed home with her...time will change that in a few years. If W&B allow I'd bring lots of water bottles (instead of paying an arm & leg)....or something large you can refill and bring back to your campsite. Kids overheat easier than adults...and don't always speak up or know what's happening until the fall over. A few familiar snacks are a good idea too...you can never have enough Cheese Its for any age ;-) In terms of activities KidVenture has always been a hit, especially the hangar where they walk around to a dozen or so different activities including making things like you remember. The liked some of the vendors that had cheep airplane stuff and even the flee market. ...of course that's between the air shows....that's the big event for any age...bring ear plugs. Other than that just hanging out with as few screens as possible...maybe some downtime to watch a movie/YouTube or something once a day. As for what your wife will like....I'll let you know when I figure out my own ;-) Just kidding...she might like some of the seminars to learn a little more about flying...especially if she is interested or just wants to feel more comfortable in the airplane. PM me if you want to ask more. My kids won't be with me this year ;-( they have camp....so I'm bringing my nephew instead...he's 17...I guess no KidVenture this year.

Mike, we haven't met, but I was there that day. I waived at you form a Piper Arrow as you left the ramp and we were pulling in. My heart broke for you that day. I've followed the stories and happy to talk with you for the first time. That day is exactly why I'm asking these questions on the MS forum. While I've found a great shop up at KAID, this job requires specific experience. You're right Eric or Don are good choices.

He's done four new engines so far this year. He's got a mid-size operation...usually 6-10 aircraft in his shop at any given time ranging from an oil change to major work. He's willing and happy to do it. I like the fact that he has multiple A&Ps working with him instead of just him and help. I just didn't know if there were shops that specialize in this type of work that might be a better choice....especially given the complexity of this engine and aircraft.

When you include the exhaust and de-risking some of the gotchas with finding unserviceable parts in an OH...the reman makes a lot of sense. Ok, so if we go the reman route. Should I just use my normal A&P to hang the engine? Or are their shops that people would recommend to do that part of the work too (and why)?

I guess you can put your wet cellphone next to it too? That's great advice, thanks Clarence.

It's time! Our Bravo is due for it's first major overhaul. The engine has 2240 hours since new, with the Bravo conversion about 1200 hours ago. Borescope and oil analysis still are clean, but my partner and I think it's time this winter. I personally watched a Bravo crash due to engine issues at KHFY serval years ago...so pushing the engine further or skimping on an overhaul are not open for much debate. It's time and we want it done right! I'd like to find a shop that has experience with the TSIO-540's and ideally Bravo's specifically. Our A&P at KAID is happy to send the engine out, or we are open to flying it to a shop and having it done turn-key (I like that idea). We're based at KBAK, so ideally somewhere east of the Rockies. On the fence about reman versus OH. My simple understanding is that aside from 0 time they are the same...unless the crank has an issue. Recommendations on shops.... Recommendation on other key items to consider. If it's not standard I'd think the prop, prop governor, exhaust should be IRAN or OH. Replace hoses, lines, engine/prop controls? Lastly, are there ways to minimize down time? I've read stories here about really long OHs...

I always lean on the ground, especially if you have to wait for your turn on the runway or an IFR clearance. ...but also watch to ensure you don't get too hot. ....and carb ice for the C model. I've seen carb ice effects on takeoff (aborted to) in a model c before. I've also seen detonation due to overheat on a Bravo on take off resulting in a crash.