kortopates

oil in the intake (from turbo leaking on the intake/compressor side) will cause a CHT escalation requiring a large power reduction to keep in check. see if the #1 cyl has the lowest tube coming out of the throttle body since that’s where the oil would go IF it is the turbo leaking. A mechanic can also pull the intake tube off at the cyl to see if it’s wet. But it doesn’t take much leakage into the intake to cause problems and you apparently lost lots of oil so would be skeptical that’s it except for the CHT escalation. Sent from my iPhone using Tapatalk

a leaking/worn turbo seal looses oil proportionally to how hard it’s working. And they have to work much harder at altitude than down low. it’s often not even noticeable down low, 10K and less, till it gets really bad. the seal can leak on either the exhaust side or the intake/compressor side, which is even worse. Sent from my iPhone using Tapatalk

check your tail pipe, since it could be the seal in turbo Sent from my iPhone using Tapatalk

that’s the one part that isn’t available. many have done the upgrade. Sent from my iPhone using Tapatalk

any sign of where? did you fly high? Sent from my iPhone using Tapatalk

Get your CFII and help him and others more - you have much experience to pass on! Sent from my iPhone using Tapatalk

i like your attitude! it enables you to stand above the BS (for lack of a better word) and to grow. Hope to meet you someday. Sent from my iPhone using Tapatalk

Me too on the IFR but occasionally my Baja destination is only doable via VFR like MMSF and that's really virtually the only airport I return from Mexico VFR. Also big improvement on AdsB tracking too, a couple years ago Flightware tracked us all through Mexico and south to CENAM - only in Guatemala did get less than 100%. Wouldn't have believed I'd see that anytime so soon.

Maybe M20C are the cheapest entry to aircraft ownership - I don't know. But it seems the lowly C172 starts above 80K! lots and lot of nice (meaning modern avionics and paint) C172 way over 100K to even 259K! Here is a 78 C172 for $189K that has only modest modern avionics https://www.controller.com/listing/for-sale/211004939/1979-cessna-172n-skyhawk-piston-single-aircraft Here is refurbished '68 C172 with top shelf avionics and fresh engine for $250K https://www.controller.com/listing/for-sale/206943839/1968-cessna-172-skyhawk-piston-single-aircraft Of course just like the $80K M20C, listed prices don't reflect sale prices but I don't think airplane values are as limited by model as this thread implies. $80K is nothing for a nice clean aircraft.

Very interesting and seem like a very good idea. But I have only just specified Zulu time. But I assume you refer to the flight plan filed with Mexico too. Maybe its improved, but early on I learned its wasn't always reliable to count on Mexico to transmit the departure flight plan to the US and would call up FSS northbound to hear they couldn't find it. So now I always file my own inbound ICAO flight plan with the FSS to ensure they get it and these days its much easier with an ipad. They probably are more reliable these days.

well as someone that thinks a paint job isn't that far off in the future, I've been following along with most interest as they are not far from me. Please keep us informed.

Yes, that's absolutely correct on the flight type. The second thing is we have to denote the time and place of ADIZ penetration in the remarks/field 18 of the ICAO form. Sorry but we used be able to specify DVFR as the Flight Rules rather than VFR or IFR on the Domestic flight plan and we called them DVFR flight plans, so reading DVFR I responded the way I did - sorry if I misunderstood you. But yes, as you point out there is a DVFR on Flight Type so I shouldn't have said its DVFR is entirely gone (only thinking of DVFR flight plans) but said its now used under flight type, replacing GA, just as you show.

Not sure what you mean by that. Perhaps referring to what TCM calls the "weep hole"? (that is little hole shown in your photo)

Interesting as I am not a Foreflight user so can't comment on that directly. But thanks for sharing! But if you log onto Leidos FSS 1800WXBrief and go to the file a flight page you'll see you'll see the following notice: Notice: Per FAA Guidance, all civilian flight plans must be filed as ICAO flight plans. Also if you look in the AIM that I references earlier you'll see the same thing.

I can't speak to what you got, but they're drains and they need to drain any excess fuel out of the cylinder. Looks like yours has the weep hole on the side.

DVFR flight plans no longer exist as we made the change to ICAO flights plans a few years ago, and this would be an international ICAO flight plan. Additionally, ADCUS became obsolete along with the old flight plans - so be sure to call your CBP folks at your destination in advance when you return. You can file your ICAO flight plans with your favorite E6B app (e.g., Foreflight, Garmin Pilot), but since there are a few required fields to populate, till you have the experience, I'd recommend you do it through Leidos or read up in AIM Appendix 4 International Flight Plans to learn all about it Fort Pierce tower will give you the correct frequency to use for approach. One crazy thing about flying internationally in the Bahamas is that except for in the vicinity of Nassau you're actually always talking to Miami Center as if you never left home!

Of course there is a big advantage to learning on the instruments you'll be flying. No more added training after your ticket. But your training will be limited to your installed instruments. My comments were directed on why its makes sense to get the instrument rating before purchasing the Mooney. Although all of us flying for many years got our tickets before GPS, these days RNAV GPS is half the training/knowledge of flying in the modern IFR world. Plus before any instrument training we really don't have a clue of what kind of panel we want. Being trained in a modern panel does prepare you for flying virtually anything including limited vintage avionics. The training requires us to be able to do everything. Even though one learns how use a GPS and fly the different RNAV approaches, we still learn to how to fly conventional approaches without the GPS including how to fly holds off VOR radials, using the GPS only for DME distance, and properly time the hold. The modern candidate needs to demonstrate proficiency with all the installed equipment. Really the key differences any pilot will experience are the same moving between any aircraft - how to adjust their scan based on different instruments including digital versus analog round dial. There are many advantages to getting your instrument rating on a modern rental panel before you buy your instrument equipped Mooney and especially spend money on panel upgrades. They'll be much more knowledgeable about the technology and able to use most equipment they'll come across with some familiarization practice or training.

Skip meant to say GTN rather than GNS. What Garmin refers to as VNAV (enroute descent to start of approach) didn't come into being till GTN's. (My memory may be mistaken but I thought the function was called VCALC on the GNS' and it's output is limited to the VSR data field you can display on the navigator and only usable from current position to a single flight plan waypoint). But with a GTN you'll get a half diamond for VNAV versus a full diamond for precision approach and advisory (+V) GP. And the ability to add altitude constraints on as many legs before FAF as you would like - plus all approach legs are pre-filled off the charted altitudes. Altitude constraints have full flexibility as well including mandatory vs min vs max. Probably just like the ERJ. What are you waiting for??

See https://www.jpinstruments.com/technical-support/gps-interface-connections/ set GPS-C = 7 for Fuel rem at destination Then serial port: RS232 Input –> Shadin FADC RS232 Output –> Aviation Data Format

You really don't need anything but your private to move into a mooney easily and a competent Mooney CFI to provide good transition training. (You could finish your private in it if you really wanted too but I wouldn't recommend it even though I do that kind of training.) Whether or not you do your IFR in your own Mooney is a harder question. But if you have access to affordable well equipped rentals I'd stick to renting to get your instrument. For example all the rentals in my neck of the woods have a Garmin GTN with dual G5's and most have the GFC-500 AP whereas Vintage Mooneys avionics are usually far below that level. Plus right now you can't possibly know what you'll want in a IFR panel for the longterm after you do get your instrument and some IMC experience. Lastly, getting a rating in your own plane will subject you to maintenance delays that are not predictable versus in rental you can usually hop into another aircraft. Don't discount that when you buy a older plane the first year or two you have to catch up on lots of deferred maintenance which will plague your dispatch rate till you get caught up. But again these tradeoff's are specific to what's available to you in your area as a renter. I'll add my private student bought a '90 something J to finish his private right after first soloing. He's been extremely fortunate on the maintenance front in that his shop has been able to fix airworthiness issues same week to minimize delays in training - as long as he continued to write the checks to the shop. I'll also add he also would have had his private a LOT earlier if he had just finished it in the Cessna and we'd be would likely be working on his instrument in the J by now. But he'll get their too.

Yes, it's answered in the same answer about mixing with Mogas you mention, question 10 of their FAQ located here https://gami.com/g100ul/GAMI_Q_and_A.pdf: "Yes. Comingling of G00UL Avgas and other gasolines approved for use in your aircraft is specifically authorized in the limitations section of the STCs.

Honestly, I'd suggest using a mini ipad in landscape to enable seeing the standard 6-pack. I personally would't give priority to iPad and move everything around it. Don't think I'd keep the second CDI with the GI-275 that can toggle between the both radios NAV and GPS as well as give a bearing pointer to the secondary nav - perhaps put the backup vacuum AI where the second CDI is now to get a better 6 pack layout.

The details are on the JPI website. But in sum, by default you only get fuel required to the next waypoint unless you change the setup on both the 430 and EDM to provide remaining fuel at your destination - which is much preferred IMO. But i think this is independent of the seeing departure and destination which only requires GPS data going to the EDM. But when you follow the setup instructions on the JPI site for the setting to use on both the EDM and the 430 will fix that issue too. The fix does require going into setup/configure mode on the GNS to reset the protocol used on the port. Sent from my iPhone using Tapatalk

None of those pict are anywhere near the fuel tank vent which is outboard of the wing tank. I can't be sure of what I am looking at but the third picture looks like a rear inspection panel behind the tank near the fuselage and behind the gear. The dark stains indicate this isn't a new leak. Anyway it looks like this isn't the source of the leak, but it looks like its leaking somewhere at the rear of the tank and just draining out at that inspection plate area. Given the dark staining I wouldn't suspect it had anything to do with your recent fill up in Denver but probably just getting bad enough that you noticed it now.

The picture is of the outer rail, so the other inner rails will have holes for large cotter pins at the very front and very rear right where your device is. Are you saying yours didn't have the cotter pins installed? Of course they get removed at every annual and are normally replaced when the seats go back in. Re-reading the thread, I see you mentioned you did find the holes at the front but not the rear and the machine screw is popuar alternative to the cotter pin. But you should really find the same holes in the rear right where the rail narrow, like where you device is. If you have an IPC you can confirm but to my knowledge this is unversal to all Mooney seat rails.