Bolter

I have had only had zero leak heaters in my Mooney's when the system is maintained. Running ROP and LOP. I base this on the CO levels not changing with or without heater turned on. I should note that when running LOP, I get 0 ppm CO in the cabin. When running ROP, I get values that vary from 10 to 50 ppm CO, sensitive to climb angle and other variables. Being downstream of another plane on the ramp can give some of the higher readings as their exhaust drifts down the ramp and through my open doors. I realized this when I was getting a high reading, and not yet running the engine, one day. I recently found my door seal was leaking a little, as the cause of slighlty elevated cabin CO when on the ground. Sensorcon AV8 clipped to my kneeboard.

You do not specify which Mooney it is, which can influence some finer details, but generally the answers will be the same. I think in all Mooney's, dropping to the 25-25 is considered antiquated technique with some suggesting it is an old wives tale dating back to round engines. I know the best technique for a IO 360 (like a J) is full power until cruising altitude, with mixture tweaking along the way. If you are going to pattern, then full power until pattern, and transitioning to pattern power levels. 25-25 in climb is giving up power that gets you to a safer altitude. The engine quitting at the power change may also be significant. -dan

Time for an update on Sensorcon battery life. Today, the battery low indicator came on. This is 294 days or about 7000 hours since my last update. I estimate the battery lasted at least 12,000 hours. Not a big deal, but takes some pressure off when forgetting to turn it off after a flight. -dan

Option 2 was just to be complete, without exploring the intent for the choice. For a while I maintained both in order to keep Canada and +18k altitude options. Never exercised either, so I just let the class 3 lapse.

I was not expecting such a consistent even split between BASIC Med and conventional medicals. The total population of the poll grows, and remains at 50/50. Perhaps more commerically active pilots on here than I expected. I believe you can act as CFI/CFII under Basic Med.

Curious of how many of us moved to Basic Med. Started a poll:

Without commercial flight ambitions, the reduced potential for issues over time was a big motivator. The big limitations do not bother me, I never fly over 18k and Mooney only has 4 seats. It took some time to find a doctor, but once the rhythm was established, it was not an issue. I miss that I cannot fly to nearby Canada, technically, and hope they accept Basic Med in the future.

How many of us are using Basic Med? Very interested in the details, as well. Post to share your ease or difficulty in getting it regrets or satisfaction your motivation in converting

AOPA's Basicmed website is helpful for this. They will send reminders (if you request it) as well as give you the required training and forms.

AA48109-2 From Tempest site for Cessna 340 with the same NB engine.

You specify EGT but did not comment on CHT. CHT values are absolute, where EGT is really about relative values, such as degrees from peak or watching a trend on a given cylinder. There are things about EGT that can lead to variation between cylinders that is not meaningful. Simply where the probes were drilled and inserted will give big variation. In this case, assuming they used the same holes, the tip may not penetrate quite the same distance, tip is bent a little, or the flow from this new cylinder is slightly biased in one direction versus the previous one as it flows during exhaust valve opening.

Like others, I had a steady application of engine oil on the nose gear shocks and tire for years. No apparent compatability issues

I think this is true only at the F1 level with a skilled driver where serious downforce aerodynamics permit going well past 1g in cornering. As a rank amateur motorcyclist doing track days, I would get 1g turns (45° lean) with an old entry level 600 sport bike without mods and few cars can do that. The skilled riders are leaning much more in racing. I found a video for straight line drags, where the motorcycle beat 2000 HP EV, F1 car, and rally car.

(on my former J) I also thought nothing of my vibration levels, but was convinced by my A&P to let him do it. Sure enough, it was a seat of the pants measurable difference, for all of my typical operating speeds. I do not think that balancing for 2500 rpm means that 2600 and 2400 rpm will be rough as a trade off. I do not think I have heard anyone complain that balancing did not make an improvment.

Ovations have split left/right switches for the taxi lights, and a split switch for the landing lights. So you can control each bulb in each wing separately. Is that what you want? If you ignore the labeling you could wire the split switch to be taxi and landing on one side. Schematic with p/n's below, plus pic of similar switch from interweb search

Why do the British drink warm beer? They have Lucas refrigerators...

Maybe I have it wrong, but on a hot or cold day, you should always get full RPM as the governor will pitch the blades until you reach full speed. Assuming you are not hitting the stops in the prop (not the governor limit), in which case he would have not reached full RPM in the past.

There is a Starlink sale right now. Hardware is about 50% off. This is timed with changes in their plans and terms, so all old advice may be slightly incorrect right now. I think the core requirement of having a the "Mini" antenna and a "priority" plan for airplane use is still true.

As this is tripping the breaker, it must be a short somewhere, correct? We often see loose connections at the alternator, and that would not include a tripping breaker? -dan

Will a super cheap paywall stop scammers? Make it cost a penny to have an account that can post. After 1 year, you have free renewals. Even CB's can afford a penny, one time. -dan

Compare to the dimensions of B Kool or other aviation oriented portable AC. I know those will fit into a Mooney. They are also designed to pump the water out and overboard by a hose, because lifting the full cooler of water out the hatch is close to impossible as you have no good angle. You ask about getting the cooler into the airplane, but also think about getting it out when it is full of water. One big difference from the B Kool's and the like, is that there appears to be a genuine refrigeration cycle in it instead of just ice based cooling. This seems to me that it will be undersized for a cockpit, or over demanding on power. The battery life is vague as 3+ hours of misting and air conditioning... what about full tilt I thought Cirrus had AC built-in?

I would not let the hangar be the deal breaker to prevent getting your Mooney. I was 8 years in SoCal without a hangar, using a fuselage-only cover from Bruces. The sun created a line where you could tell what was exposed and what was covered...over an 8 year period. Rain was less than in Texas (my home state) but plenty of hard rain happened, and the cover and good maintenance prevented any leaks, ever. Of course, having a hangar is better, but not a necessity.

It is an opinion... For me, investing in the top autopilot upgrade, it should be the full package, or else it will not feel like a modern panel and AP. High dollar upgrades should be impactful. Unlike replacing my old JPI 830 with JPI primary 900. $10k, and it all feels pretty much the same. Of course, it depends on what you are used to, and if you really do not want to know better. I have always had electric trim airplanes, including my trainer Piper (I was spoiled). When my electric trim went out, and I had to manually tweak the trim for the AP, it became annoying, because I was used to not doing that. Over time, it became standard practice, and of course it is manageable. I finally got the AP and trim servo overhauled, and it felt so nice to have full service again. AP should be set it and forget it (yes, we still scan for safety, but never have to touch anything, is what I mean), especially if you are managing descents and approaches with the AP.

A fool is known by his speech, and a wise man by silence,

Flying a long cross country encourages higher altitudes (less power) and long periods of constant rpm. I believe there is a recommendation to not hold a constant RPM for the break-in period as well as keeping the power up. I agree that you should dwell on the CHT's as long as they are safe, until break-in completes and you see the characteristic drop in CHT's. Flying LOP, my #5 is always the hottested cylinder, and #1 the coolest, with about 70-80F difference. ROP has a different spread, but I also only fly ROP during transitions like a climb or low level flight just before getting cleared for a climb.