DanM20C

Thanks Anthony! I think many here are spreading the message as well as I could. The biggest thing I learned with my incident was how much the cognitive decline was with CO poisoning. At times I didn't have any symptoms yet my mental acuity was lacking. My wife would say that's me everyday. But nowhere was the cognitive decline taught to me. The other symptoms were taught as what happens, and it's what I taught when I instructed a primary student. This lead me to believe that I would be able to catch CO poisoning while it was happening. That clearly didn't work for me. As many have stated, CO poisoning is basically hypoxia. I don't know of any studies that just examine the effect of the CO. But CO finds a way in by replacing the O2 in the hemoglobin, thus making you hypoxic. The last flight on the day of my accident, I was able to copy and read back my IFR clearance, taxi out, and take off. It only took 4-1/2min from departure until I was sound asleep. So it can get dangerous fast, this is of course without a CO detector. With a detector I probably would have fixed my leak weeks or months before. I'm not taking anymore chances with CO now. I'm currently redoing my panel and will have my Guardian panel mounted detector, an Aithre panel mounted detector, and a Sensorcon AV8 mounted on the panel. As well as the Lightspeed Delta Zulu headset for both front seats. That's obviously way overkill. But these are the companies that have helped me promote CO awareness in aviation and I believe in their products. It's nice to support them. @Rick Junkin pointed this out. Many people have reported back to me what they have found with their detectors. Many find problems that could have turned much worse well before CO would have been a problem for the pilot. Broken engine mounts, V-bands, leaking exhaust burning through a fuel line, etc... So it's great to treat the CO monitor as if it is another metric on a engine monitor. Cheers, Dan

Here you stated you add fuel flow to reduce the TIT? When lop it should be opposite. Add MP or reduce FF to lower TIT. I operate my 231 very similar to you but I set my arbitrary tit limit at 1550. I usually fly at 34", 2300rpm, and 9.5-10gph. Typically that will yield a TIT in the 1515-1525 range. The engine seems to love being flown this way. @jlunseth proved this by the longevity he got with his, while pushing a little harder. Cheers, Dan

I didn't do my homework! Thanks! Dan

First off, you need to set up your fuel flows. 24.5 to 25.5 gph at take off. When I fly a 231 that can only get 23 gph or less, I’ll abort take off. So that is most of your cooling problem. Second, something is off with your cowl flaps. When closed the mechanism rotates much further than yours is shown. Is there a chance you have the wrong oil filter? I tried a 48109 once in hopes to utilize the larger filter. But it’s too long and interferes with the cowl flaps when trying to close them. Very similar to what you have shown. cheers, Dan

I"m sorry about that. Alex and I have been extremely busy with work/life things. But I believe he has the hotel worked out. We will get the web site updated and moving forward shortly. Cheers, Dan

Sensorcon has been a great company to work with. I had a really good relationship with them, but unfortunately they have had some employee turnover and that has ended. I've been meaning to get back in contact with someone there and try to restart what I had in the past. This week I'll try to do that. If it works out I'll let everyone here know. Cheers, Dan

I have the same problem. My #6 has been as much as 100 degrees below my hottest cylinder. For some reason the 231 baffling only covers the lower half of the cylinder. Yet on #5 it covers most of the cylinder. I used some aluminum tape on #6 to cover up similar to #5 and I helped a lot. I plan to remake that forward baffling to cover more than it currently does. cheers, Dan

Haha. I’d be happy to go get the Mooney with you too. I’ll message you when I get back. cheers, Dan

Hi Rick, I’m based in Winona. You can come and take a look at my Mooney sometime. I’m also a Mooney CFI and can help with the transition training after purchase. I’m in south Florida with my Mooney now, but will be back home in just over a week. cheers, Dan

Hi Mike, They are still useful for yes/no of CO until at least 6 years of age. Possibly up to 10 years. Almost all that I have tested have only drifted 4 or 5ppm after they have passed their 2 year calibration window. That being said, I recommend having 2 CO detectors. That way one is always checking the other. I actually have 5 in the airplane now. hahaha. Cheers, Dan

They will still operate after they need calibration. But they can't guaranty the accuracy if they have not been calibrated. So continue to use it until you get it calibrated. I have CO calibration gas that I bring to Airventure and the Mooney Summit. If you are at either this next year I can calibrate. But if you are in buffalo, you can go to Sensorcon. I don't know what their current charge is, but they are a great company. Unfortunately I don't have any contacts there anymore as they did loose some key people recently. Hopefully I can reconnect with them in the new year. Cheers, Dan

I used Rudy Instruments this past year to OH my altimeter. Did great work and the price was reasonable. Cheers, Dan

Thanks! It was a lot of fun. Next year will be better yet! Cheers, Dan

Thanks! Alex did a fantastic job getting everything lined up. We will start the planing process for next year in a few weeks, I'm really looking forward to it! It was great meeting you, as well as everyone else. Can't wait until next year. Cheers, Dan

Congratulations on the decision. I know keeping it outside and close is doable. But having a hangar has so many benefits, you will love it. What airport did you end up at? Cheers, Dan