Pinecone

With the O2D2, due to the short pulses, it doesn't dry you out as much. Did 7 hours at 17K and had no issues.

Comm panels only store the last couple of things received, and not the transmissions. And AFAIK, once you turn them off, what was stored was lost.

FYI, I fly airplanes with Garmin 400, 430, 650 (and Xi) and G1000. My GTN-650, the comms seem to come on pretty quickly, even before the system is fully up and navigating. The 430 (and 650) has VOR/ILS capability. In my setup (Aspen 100 now) I can put the VOR on a RMI needle on the HSI portion while primarily navigating with the GPS. And having a 155 as my second radio, I have VOR/ILS capability still. What menus to change the frequency? I turn the knob. If I am in the middle of something else, I write down the frequency assigned (do this for ALL frequency changes), and then switch when I am done. If I were putting an 430 or similar, I would not keep two 155s. I have a 650 and an 155 currently in my panel. The big downside to a 400 or 430 is that Garmin is near sunsetting support. They are running out of parts for the 25 year old design. So you could be replacing it again somewhat soon.

Because the G1000 is so integrated to the airframe, it is part of the Type Certificate. So you either need Mooney to amend the Type Certificate or do an STC to make any changes. So if you have a G1000 aircraft, you cannot take it to the shop and have it replaced with a G500Txi or G3X based system, unless Mooney approves it or you spend a LOT of money pursuing an STC.

And Parker has mentioned that if you go over certain values after a certain age, it may limit your options in companies that will underwrite a policy for you.

I HIGHLY recommend getting a Mountain High O2D2. It greatly reduces your O2 consumption, but keeps your sats up. It works be sensing when you inhale and it then delivers a short pulse of O2. The pulse size/duration is based on the setting and your altitude. You still want to monitor your sats with a pulse ox device. It reduces O2 usage by a factor of 3 - 4 fold. I picked up my plane in August 2022, and it had about 1600 pst in the tank (115 cf built in). It was topped off at the annual in December. And I am still at over 1100 psi. And I have flown it about 120 hours, mostly at O2 altitudes. Mainly myself, but several trips on O2 with a second person. I agree that the boom cannula is more comfotable, but I have no trouble with a basic cannula. FYI you do NOT use a oxygensaving cannula with the O2D2.

I am like you, never reused rings, and touched up the honing if the piston was out. But it seems to be fairly common in aviation to just reuse the rings in the same cylinder.

You are missing the point. The ANR works UP To 500 Hz. So 300 Hz is lower and easier and less protective. All that OSHA letter is saying is that if the hearing aid manufacturer can provide the results of testing to the standard (and has an assigned NRR), then they would be considered as hearing protectors at that level. I suspect most in the ear hearing aids provide some protection as they fill the ear canal and block the noise entering directly which they are limited to the sound level with will produce in the ear canal. I think that many ear bud products are also limited to prevent hearing loss. Otherwise some users would crank them up and damage their hearing.

FYI, if a tank is really empty (as in ZERO pressure), it should not just be filled. It should be cleaned and purged.

The real bottom line is how much is the airplane worth to YOU. The cost of the airplane is just a piece of the cost of ownership.

FYI, ANR works up to around 500 Hz. Above that range, you are relying on the passive noise reduction of the muffs. Just like non-ANR headsets. https://multimedia.3m.com/mws/media/893202O/active-noise-reduction-anr-in-hearing-protection.pdf?fn=05 Active Noise Reduction (ANR#:~:text=Notice that up through approximately,effect at the higher frequencies.

Most things are too harsh to have in your eyes. My recommendation (as a long time safety and health professional) that for belly cleaning wear a face shield AND safety goggles (not safety glasses).

Great info. So I will go back to the idea of don't put micro fiber in the dryer. Either air dry or toss.

Reommendations for airports to spend a few days. I am not adverse to relocating for the two places. Thanks.

Hmm, you are barely far enough to warm up the engine (0W3 here) We should do a mid-Atlantic lunch gathering.

At that price, I will probably just order them and have them done when the interior is out.

Remember, this is a Mooney. So "long trip" is not the same as if you were flying a 172. @jetdriven and my airplanes were painted by Hawk in FL. Both are very well done and holding up great.

I would be asking the seller if they knew when it was painted and where. Maybe talk to your paint shop and they can just do the cowl to get it to the full repaint.

There are a lot of online recommendations to not use a drying on microfiber. But the reality is, the melting point of polyester is 246C and nylon is 515C. Not likely be seen in your dryer

I have the same altitude limitation. This was part of the trip to Mooney Max and I had tailwinds to Longview and then tailwings Denver to MD.

Aaah, thanks.

How much cheaper for a set from a local locksmith versus the Aircraft Security folks? I figure it might be a good time to do them when the interior is out for the avionics and interior upgrades this winter.

Same here.

My 252 has a fuel pressure gauge over on the right side. It is placarded with take off fuel flow range. Looking at the KOEL, it is not listed. Engine instruments listed are Tachometer, Manifold Pressure, TIT, Fuel Quantity, Oil Temperature and Pressure, CHT, Ammeter/Voltmeter.

I wonder how many of ones like this are due to intake boot issues?