DanM20C

Once you hit peak egt and leaner, HP is mostly a function of FF. With the 8.5:1 compression ratio in your J the magic formula is around 14.9hp per 1 gph. Example: 8.5gph would be about 63% power. 8.5*14.9/200 Most LOP settings with a IO-360 would be 0-15 LOP. 50 LOP would not be practical in most cases for the reason you mention. The Continental IO-520 usually runs well at 50 LOP, most Ovations are very happy there. Cheers, Dan

I can always count on Anthony to do my dirty work. Thanks! @FJC congratulations on the O! You are going to love it. Now order a CO detector cheers, Dan

I'm planing on doing this with my K. It might cost me a quarter of a knot at cruise, at most. Cheers, Dan

Thanks Jim! I didn't intend or want to be the "CO Guy", I sort of fell into it.. pun intended. The response from the aviation community has been fantastic. Particularly here on Mooneyspace, I thank all of you for that. We are making a difference, but there is still a ways to go. Worldwide there has been 14 aviation CO fatalities (that we know of) since my accident. Cheers, Dan

The basic one (inspector) has preset alarms and only flashes and beeps. The middle one (industrial) adds a vibration feature to the alarm. Helpful for CFI's that might wear them from plane to plane. The top of the line (industrial pro) adds the ability to have custom alarms. I personally don't mind the default of 35ppm, I have only had the alarm a handful of times on the ground. But I see the merit of @cnoe argument of not wanting to alarm passengers. I watch my ppm so closely now (imagine that), I wouldn't even need the alarm. It's my understanding that the only difference betwe

I'm by no means an expert. But I like to see no or very very low readings. Most of us see 0-2ppm in cruise. If it's higher than that it's worth investigating as to why. Often time people find very serious problems with relatively low CO readings. CO monitors can be used as an early indicator of exhaust health not unlike what engine monitors do for the rest of the engine. I have had people report to me simple exhaust leaks all the way to a broken engine mount, found my their CO detectors. Keep an eye on them and listen to what they are saying. Folks like to quote OSHA numbers for

Thanks for sharing this Vance. Good stuff. I also make my own checklists tailored to me and my airplane. And encourage my students to do so. I think it's also important to number the checklist items. When running the checklist saying the number out loud before the item helps to keep your place and not miss items. Cheers, Dan

I flew into Airventure with the Mooney Caravan in 2018. It was my first flight with the Caravan so I had not yet been assigned a call sign. Of the 70+ Mooneys on the ramp at MSN this little guy chose to lay under my plane. He was sound asleep when we arrived on Sunday to fly into OSH. After a few photos he ran off, toward the Air National Guard facility. So at the Caravan Banquet I was given the call sign "Groundhog" I wasn't thrilled with this name as I was hoping for something cooler, something more personal. About a week later it occurred to me that my little run in wi

Sensorcon is still offering a 20% discount. The new discount code is: Aircraft2021 I have edited the original post. Cheers, Dan

The yearly bump reminding everyone to get CO protection! 4 years ago today I became the luckiest man alive. Sensorcon is continuing to support us pilots with a discount. The newest 20% off code: Aircraft2021 Cheers, Dan

They are just plugs on the accessory case. Only purpose is to plug those holes. The oil screen is the horizontal plug facing the firewall on the pilot’s side just above these plugs. (Not pictured) It may not be leaking from those bottom plugs. An oil leak anywhere on the accessory case will run down, hang on and drip from those plugs. I get a drop there after a few hours. I occasionally reach up through the left cowl flap and dab it off. Next oil change I would replace those crush washers to eliminate that variable. But good chance it’s something higher up.

CSB96-13 has the only reference I can find on how to properly install the connecting rod cotter pins. My OH manual doesn't detail this. But it should, as @bigwheel mentioned above it is critical that it be done this way. Cheers, Dan

At the time of my accident I know I had 16 gallons in the left tank but the FAA investigator swears I had zero, with no signs of spillage/leakage. @Alan Foxmentioned he has seen that before, just because there wasn't a fire or they don't find fuel doesn't mean he was empty. The NTSB report stated "Carbon monoxide and cyanide testing was not performed." Probably unlikely, but it's my job to throw the possibility of CO out there. I believe CO has been a contributing factor in a lot more accidents than previously thought. It wasn't (isn't?) always tested for, especially in non fatal acci

Getting ready for my avionics/panel upgrade and I decided to use the PMA450B's "flightmate" feature in lieu of this AV-17. The Av-17 will give you voice annunciation (Bitchin Betty) for gear, stall, voltage, timer, etc.. If you have EI engine monitoring or instruments it will provide most engine parameter warnings too. This is new, open box. SOLD Cheers, Dan

Stephen, Good luck with your future sailing endeavor! If it were not for airplanes my family and I would be out bobbing around someplace right now. It's something I/we have been thinking about since I was a kid. But I have yet to figure out how to afford to live on a boat and own an airplane at the same time. I came really close to buying a 55' Tayana after I lost my C with my little run in with CO. But I bought a K and am back in the same "boat", I just can't give up the airplane.. Yet.. We will be out there someday. I have had loads of little sailboats and still have a Chysler