Will.iam

Where in the world did he get yearly operating cost of $200-$300? Even if that was based on old $2 per gall gas prices which is unobtainium now, that would be only 100 gallons of gas and at 10 gallons per hour only 10 hours of use for a year. I think he forgot to add a zero on to those numbers. It’s this kind of vastly over optimistic prices that uninformed people read about and think oh i could fly around in my airplane and it only cost me $200-300 dollars a year to operate. Then they get a plane and are hugely disappointed when it cost ten times the amount they read about.

See a happy customer. If I didn’t already have O2 installed I would get one of those. Still might if refills get too expensive in the future.

As an option have you looked into a Gen5 oxygen concentrator? They are tested up to 18k for 2 people and you wouldn’t have to worry about refills.

My airplane when I got it had champion spark plugs and even though it ran fine I. E. 15 to 20 degrees LOP. One day I ran across the info that spark plugs should have 5k ohms or less so on my next oil change I took the plugs out to measure them on my voltmeter and they were all over the place with only 3 plugs passing the >5k ohms test all the rest were over the 5k limit but 2 plugs had over 100k ohms and one plug took the top honors of 2 million ohms! I could not believe that one was even working! I bought all fine wire and measured them before putting them in and all were >1k ohms. I did see my fuel flow reduce 0.5 gal per hour flow rate for the same speed and temperatures on my cht’s now how much of that was due to fine wire and how much of that was due to bad plugs I don’t know (my guess would be 30% fine wire and 70% getting rid of bad plugs and having a more balanced set) but I can now go LOP to 90 degrees before getting rough.

Blackstone lab knows when you use or suspects when MMO is used as the viscosity of the oil is lower than what’s normal. That’s why tgere is a section on the form for listing additives and how much you put in so they can account for the lower viscosity value. Blackstone labs could also tell when i started running lean of peak ops as there was lower fuel contaminants and when i started running a dehumidifier they noted i had little to no water in my oil samples and asked me what i was doing differently to account for the change.

Totality center goes through Kerrville, Tx at 1:32pm. My house north of dfw gets 32 seconds of totality but will fly out to sulfur springs airport KSLR as it gets 4 mins 15 seconds of totality enough time to feel the temperature drop during that time. Cool app that counts down the time to C1 C2. C3 and C4 called solar eclipse timer in the Apple Store. https://apps.apple.com/us/app/solar-eclipse-timer/id1203105865

1+ for jake at bevan’s aviation. They not only calibrated my freshly overhauled ADI to the autopilot but they are one of the few places that STILL can do repair work on garmin 530w as i had a button that was intermittent that they fixed. One if not the only place that will do that at an hourly rate instead of a flat fee.

Also went with maggie when i installed my surefly and had them do the slick mag harness side as well. Looks great works great going on 2 years now no complaints.

I know it’s aways out but wanted to give plenty of time so as to make plans if you want to go. I hate getting notice at the last minute and thus not beibg able to get off work to go see an event. Hope to see some fellow mooniacs out there.

Congrats on another mystery solved.

Actually i don’t think my nose drops at all or very little. It feels like the plane rotates at about the engine section point and the part behind the engine lowers down as the speed bleeds off to the runway and then i relax the backpressure on the yoke and the nose comes down after that

Another added benefit is landing to the north our field has a 400ft grass overrun that while I could land on it the undue roughness and transition to the concrete runway, I’d rather not subject to my gear, so before having the LHS, I would come in about my estimate 3 to 5 feet above the grass as I wasn’t quite sure how close I was. Now with the landing height calling out 1ft I can reliably get much closer to the ground which once I past the threshold of the end of the runway chop the power and only have to loose 1 ft of altitude. This gets me on the ground way sooner giving me more rollout distance and I use less brake power to slow to taxi speed.

Let me know where yall goto lunch and I’ll fly over and join yall impromptu mooney met up!

Except throttle does effect fuel flow to a certain extent as proof when priming the engine for start if the throttle is wide open with full rich mixture i get 19 gal/hr on my fuel flow meter however if i leave the throttle at idle and prime the engine the max fuel flow i get is 9 gal/hr. No change in the aneroid-activated orifice which responds to turbocharger boost as the engine is not running yet. This aneroid orifice does change the fuel flow in response to the upper deck pressure but it has its limits and mooney knows this that is why there is a note in my poh Note: At altitudes above 12,000 ft., an overrich mixture may result and the engine may quit operating if the turbocharger fails. also why in my poh is the procedure to go full throttle and mixture to cutoff as the engine will be overly rich when the engine quits at high altitudes. If you wait until you descend below 12,000ft the engine will restart where you left the mixture and throttle, but if you are over the mountains and do not have 12,000ft then you better start leaning out the mixture so the engine will start again at higher altitudes.

For a data point my trim wheel does not move when my KFC-150 does it’s test and passes.

Well what makes it more complicated for turbos is that mixture knob is set for turbo boosted air. You loose the plant and the turbo spools down so you also lost the air. Now that mixture you have set is way too rich. How lean do you need to go? Much easier to just cutoff the fuel and give as much air as you can with full throttle. As you slowly introduce fuel the mixture will get to a combustible mixture and start running the engine but real quickly that turbo is going to spoolup and give so much air it will lean out too much. Hince why reducing throttle immediately after engine starts running.

I have done numerous restarts when at 12,500 running a tank dry and not switching over to the other tank quick enough. Engine fires back up in seconds. Haven’t been up in the terns or flight levels and run a tank dry yet. I would be more concerned about shock cooling the engine at high altitudes sucking in sub zero air into the chamber that just moments ago was having 1300+ heat than the engine not relighting. There was that crew that flamed out both jet engines and the cores locked due to uneven cooling.

The ironic part is did the friend know to do this from previous experience or learned it from another pilot that had done this? The airforce had an A-10 that lost both engines and instead of punching out and parachuting to ground the pilot chose to deadstick it and land on the runway thus saving an airforce asset. The word spread around the squadron and later a different pilot had the same loss of both engines and instead of punching out since he knew another pilot had saved a plane he chose to try and save a plane but crashed on landing and died. The airforce had to re-emphasis that the risk to save an asset was too great to the loss of life and to punch out was the required procedure.

If smooth air as other have stated just lower the nose and start a 300fpm descent and recover the lost time and speed from your climb earlier. If center will not allow a slow descent then with power less than 65% i will set the RPM’s to 2200 and peak egt that way the engine is working more at turning the prop and peak egt is keeping my cht’s hotter than when at a lop setting. If it’s bumpy air then i will slowly pull MP back to 20” the speed will bleed off slowly as well.

Or just goto the gas pump and see how much gas you can put in. In my case the 37.8 main and 14.5 aux when the main and aux were both full i had pumped 53 gallons or more than what was certified to hold so either the gas pump was not recording fuel accurately or i can put more fuel in that what it’s suppose to hold so if there was any unusable fuel it was very little when it ran dry. I think the 3.5 unusable fuel limit comes from flying the airplane at normal climb and or descent angles and still reliably keep fuel going to the engine. there was a video about a mooney pilot that ran out of gas as he was gliding down to an airport he was about to land short and hit an obstacle but when he pulled back and traded some air speed for a slight climb there was enough fuel left that sloshed back and the engine sputtered to life and gave him enough of a boost to make the end of the runway. I bet if he checked his tanks afterwards he would have less than the 3.5 unusable fuel amount. Same reason so many have said and i agree i would rather have 10 gallons in one tank than 5 gallons each side.

So you’re the one.

Easiest way to verify what your airplane can do is go up to altitude you feel safe over an airport say 4000ft and practice a climb pitch like when you take off on a tank that has the level o f fuel you want to verify. I know my low fuel lights come on at around 3.5 gallons as that is how much lower my fuel totalizer goes down from the time the liw fuel light comes on and the engine starts sputtering due to no gas in that tank. Switch to the other tank and land. Fill up the empty tank and go test the other tank. In the same fashion i have verified from a takeoff pitch attitude at 4000ft that 5 gallons in the tank and i could still climb at that low of fuel level. I double that as my personal limit of 10 gallons. Every plane was built just a little bit differently so a test is really the only way i know to find out.

Well the spark from when the alligator clip touches the battery post lights off any hydrogen gas so you start out with no hydrogen buildup. Just kidding i have no idea why the difference.

That chamber ride unlike the airplane has very little ventilation and with a group of 8 to 12 people all having their intestinal tracts expanding everyone is letting out farts so the first inhale smell of the stench of ass even hypoxic is not enough to dull the smell. As far as symptoms most seem to mimic being drunk, although not all cause I get the funky chicken in the arm, which I’ve never had when i drink. One symptom that I have found that seems everybody exhibits at the very beginning is an elevated heart rate as your body tries to adapt and get more oxygen to the brain. If that’s the case for you it’s easy either with an oximeter or even an Apple Watch to help show you when you’re going hypoxic.

When i bought my plane i started adding camguard to the oil. Within 6 months the starter adapter slipped once but then started fine after that and continued for 3 months until i got a second slip. Then it started fine again for another 3 months and at annual i had the starter adaptor overhauled. I have continued to use camguard religiously every oil change and it’s been 2.5 years now with not slips. The overhaul shop said if the adapter was on the verge of slipping the camguard most likely revealed a worn adapter anyway. I feel the risk of rusting out my engine trumps the fear of a starter adapter slipping. I fly at least once every 14 days and after seeing the tests of valves dipped in oil starting to rust after 3 days compared to camguard going 20 days i willl continue to use camguard.