Boilermonkey

The M20C I had for years burned 10gph consistently. EGTs were typically in the 1300s. Are you getting your 13 gph number from a gauge? When was the last time it was calibrated? Have you correlated with how much you are putting in the tanks? If you are indeed burning 13gph, at 100deg ROP, then something should be investigated.

I'm not sure restless is the right term. For me it's a mixture of excitement, anticipation, and caution. For example if I need to be somewhere at a specific time or there's weather, I tend to think about it more. What's the situation, what information do I have, what are my options, what are the limits to call it off, etc. I tend to overthink it.

Sounds like a big project, I hope the owner got it for free and had deep pockets to rebuild.

Going! I'll be with a group of friends I camp with each year. We'll gaggle in on Friday.

Diamond is putting the CD-300 on their newest airplane. It makes me wonder if it could be put on a long-body Mooney. Having just put a reman TIO-540 on our M20M $$$$, I wonder what it would take to put this engine on? It’s about 50 pounds heavier, different prop, mounts, would require a rework of the fuel system for Jet-A, FADEC/instrumentation. As a one-off I know there would never be a payback, but over several aircraft what would the lower cost of the engine, maintenance, fuel burn, etc. be? Maybe make the converted aircraft “experimental” and get less expensive avionics too?

Everyone has different likes and dislikes that color what makes OSH fun. The first year we flew in and stayed at the dorms. The show was great, but I didn't like having to travel to/from the show each day versus camping. So, for the last 8 times we've camped and had an absolute blast. Many years we just flew in and made new friends, over the past few years I've met up with some friends, flew in together, and thus got park near each other and had even more fun. If you are coming mid/end of the week it is still VERY wroth it. Like the second video below when I arrived on a THursday you'll get parked where ever they have open spots...new firends! If you don't like camping, porta potties, etc. then by all means don't do it....but if you can deal with that...staying on the grounds is a lot of fun (weather not withstanding). You're concerns about flying are 100% valid. You need to be ready. The best way to be ready is to read the NOTAM and watch videos so you know what to expect. Once you are familiar it's straight forward. Practice your slow flight skills! Practice a lower than normal pattern starting your descent midfield with a lower base and final. Find a longer runway nad practice putting it down where the "dots" would be. For example, on the numbers. Or, to the numbers, but then add power and fly to mid-field at 50 ft then land...don't forget your rudder ;-). Example of the low altitude pattern, especially when landing to the south: FISK Arrival with typical ATC communications.

Yeah, most of the time...as long as you don't get hung up on the times where you have to leave early/late by a day due to weather. IMHO, it beats sitting in a airport terminal with the airlines giving you a bunch of BS. ...even though I still do about 60 airline flights a year I'll let you know when I get the airplane back from the shop.

As soon as I get our M20M back I'd be happy to take you up..maybe 2 weeks out. We are based at KBAK.

ROP/LOP....for exhaust it is all about EGTs (and TITs in turbos). Cracks happen in exhausts over time influenced by hot hot you run the exhaust, vibration, environmental conditions, age, etc. If the happen in the wrong place they can be fatal (CO or fire) if not dealt with quickly. Good news is that they are straight forward to fix.

My partner in our M20M is a CFII with hundreds of hours in it. 1000s in others. We are based at KBAK (Columbus, IN), let me know if you want his contact details.

Agree with @A64Pilot it's best to get a medical at the appropriate level. A newly minted CFI that I know decided to get a Class 1 and ended up spending 6 months sorting out anomalies on an EKG that would not have been required with a Class 3. He then reverted to Class 3 since he has no intentions of flying commercially beyond instruction.

Have you flown a Bravo? I'm in Indiana, once my reman is done I'd be happy to come over and take you up.

Absolutely have it fixed. Not normal. I mean it happens, but when it does, it needs to be fixed. Be ready for delays in getting cylinders.

What type of Mooney do you have? If it is TC and you were at altitude it's not uncommon to have mags arc causing those kind of problems. The remedy for that would be a overhaul.

The argument of keeping multi tiered distribution alive for parts makes no sense. The costs are what the costs are. Centralizing reduces the costs, yes it requires investment to centralize, but it's bar better for the market.

MSCs should focus on providing services above and beyond what a typical shop can though Mooney specific knowledge, experience, and services. My airplane is at one now for that reason! Parts should not be a part of that equation. It just adds complexity, cost, time, and people seeking alternatives. Moreover most of the time I need a part it's not scheduled and I'm not at an MSC. What value is an MSC offering if an A&P can diagnose the issue, look up the required parts/fix in the Mooney documents, and then has to go through a MSC to get the part...nada. Give the fleet access to the complete catalog of parts directly from the factory and you'll increase loyalty, safety, and value.

It's currently broken. The response times and supply are ridiculous, even before the current supply chain issues. Moreover the MSC have a long wait lists to get work done, I don't think the parts inquires or sales should be a cornerstone of their business. What the current distribution system does is frustrate owners, frustrate A&Ps, reduce supply, and put the fleet at risk of improper/sufficient maintenance.

I know it's not the way things are done currently, but it's 2022 and the market is different. Please make all parts available online for direct purchase. Multitiered distribution makes no sense. We all still need to have an A&P or IA sign of on any repairs, but having my A&P spend considerable time looking for parts, waiting on a service center for something rare, or going through Lasar (as much as I like them) is antiquated. Don't make them call, or submit a request. Just put it all out there and enable people to maintain their airplanes and give you business.

Great to hear things at the factory are active. Time for you to get some interns to help ;-)

Go Around before touching down is straight forward. What kills people more often (it seems) is go around in the flare or after touch down. Example, you're in a C206, M20M, M20TN, etc. ....big engine and heavier airframe. You touch down to fast and in a cross wind. Things get squirrely, maybe you bounce and start to porpoise. You add full power in a hurry because you are way behind the power curve and need to escape quickly. You've probably got a lot of nose up trim and in a heartbeat you are pitching up like a SOB if you aren't pushing down in a big way. Gear and flaps are not the problem. Order of events is not the problem. Maintaining directional control an pitch is the most critical phase of a go around, that's the problem to solve. On top of that is the startle factor...oh sh** I'm headed for the grass or bounced big. You've gotta move quickly and smartly.

Power, push, trim while maintaining coordination and directional control. Positive rate, then gear up, then flaps to T/O, then fully up. At some point during/after gear up communicate.

Under normal circumstances perhaps, but when crew coordination is critical why create a barrier that can be cheaply solved. ...and depending on the headsets and aircraft noise yelling might not be effective.

No point of an escrow if it is refundable for any reason. If I were the seller I'd want some cash in escrow to cover costs that I would incur if the buyer backs out. Where it gets tricky is under what circumstances. For instance something is found in inspection that the buyer wants fixed and the seller does not...is it an airworthy item? Etc.

I guess it depends on what you want from a buyer and seller perspective. A starting point would be to escrow the costs of the pre-buy and selling costs. Make that non-refundable with the appropriate exit ramps if something is found and needs to be fixed.

It's easier to point the finger at the lower time pilot, but I'd be surprised if she was in the left seat. Either way, we will likely never know who was flying. From everything we've seen so far it look like stall/spin on GA. Both should have been able to avoid that type of event, but didn't. The rest of us can learn. I'd also take away from this that if the right seat had no comms, they should not have been flying. Maybe for normal ops that would be ok, but not for flights where PIC responsibility would be shared.