FloridaMan

You mean like this?

I recommend Parker_Woodruff. He flew with me from Minneapolis when I purchased my Mooney.

Most of those pieces are actually incredibly thin flakes that are folding. They turn into glitter when I rub them between my fingers. I'm thinking it's chrome and not camshaft.

They also like to ignore the "DO NOT SLAM DOOR" placard.

Turning onto the runway, I have three distinct mental checklists I use in addition to all the paper ones -- sortof like an immediately before takeoff GUMPS check. I take out the paper checklists at the appropriate phases of flight, but there are things that happen where you can be rushed. Dropping someone off right before weather comes in, having to hold short for an extended period where you lean the mixture, et cetera. 1) Verify Flaps, Trim, and Fuel Selector. 2) Check switches, transponder, frequencies. 3) Prop, Mixture, and Throttle. On the roll... Airspeed is alive, instruments are in the green.

http://www.aircraftwraps.com/

Chrome cylinders don't have cross hatching like that. Supposedly the process is that they apply an industrial chrome and then reverse the current, which causes that dried earth appearance. The texture allows the walls to hold oil.

#1 was done some time around mid-time and before I bought the plane. #2/3 are original. #4 was replaced at annual in 2015. Compressions are strong on all four and they all seem to look ok when I scoped them, except for that weird scratch or crack in #4. It's on both sides of that cylinder.

2100 SFOH in 1996 Oil change interval is roughly 25 hours with a filter every other change. Aeroshell 100W Plus. Average flight time is 150-250 hours/yr. There was a tiny amount of metal in the filter at annual. I suspected it was due to the chrome cylinder that had been installed at previous annual. This was the fourth oil change since annual and I did it prematurely at 20 hours because the oil appeared to be much darker than expected at that point. I borescoped the cylinders and spotted a weird scratch or crack that runs lengthwise on both sides of that chrome cylinder. I would like to rule out a broken ring before taking my mechanic's advice and getting an overhaul. I'm having trouble convincing the mechanics to do more discovery on things and I'd like to rule out a cracked ring, fuel pump plunger, oil pump, et cetera, before having the engine torn down. Compressions were good at TDC, but we did not check through the range. I'm a bit disappointed as I was hoping to sell the plane with a timed out engine and buy a rocket. This has the potential to set things back a bit. Here is what I'm considering: * Send the plane to another mechanic to get a second opinion and possibly more discovery work. * Purchase that used engine in the parts section of this site, but it's 23 years old and was last flown I believe over three years ago. * Do a factory overhaul exchange for $29,000

...in my oil screen.

I run ROP and try to get as much speed as possible as I am of the mindset that cost per mile traveled is not just based on the miles you get per gallon, but also the number of miles traveled between maintenance intervals.

First response to the topic nails it. For more information: https://en.wikipedia.org/wiki/Energy_density

Pretty sure the checklists in the late model M20F POH's are longer than my entire pamphlet that counts as my operator's manual.

I might lean towards the Dynon D10 with AoA now that it's available. You get a full suite of redundant flight instruments and AoA for not much more. I find a digital GPS course indication available in my scan to be incredibly useful for ILS approaches since once you establish your course to match the plate (cross-checking the HSI deflection, of course), you don't have to chase the needle's deflection to line up.

I guess we'll just have to find out :-) Aside from some additional temps to watch in your scan, I figured they're even less work than the F. I remember flying with Parker right after he got his 252. He discovered the speed brakes and commented that he felt like he was cheating. The toughest thing about transitioning I think will be letting go of my LoPresti F.

As far as I'm concerned, this is a simple, critical, and easily overlooked PPI item that you do not want to miss:

I'm looking to upgrade to a Rocket some time this year. There's no rush from my end as I have my LoPresti F that I love, but it's time to upgrade. If anyone is considering selling theirs at a reasonable price, I may save you the hassle of listing and fielding calls.

I bought $20,000 of United stock today after it tanked. I'll sell it before the market closes.

AirAsia, which was pretty high on the list. I've had customer service be less than good at United, but the only real issue I've had with them is a baggage handler who smashed my girlfriend's expensive hand-painted bottle of Sake after we went through customs at ORD on our way back from Tokyo (United is an ANA partner). She carefully transferred it from her carry-on and packed it in her suitcase and we watched as the guy who watched her pack the bottle pick the bag up to his eye level and literally slams it onto the conveyor. We heard the bottle shatter and I had to deal with a lot of crying over that one. It was inexcusable and excessive, but I can't fault the entire company over one jackass employee who was probably unionized somehow and impossible to get rid of.

Also, regarding that top 100 list and "Qantas never overbooking," et cetera. You know what those airlines that don't overbook do when they have several flights a day and they don't get enough passengers? They cancel flights until they have enough to fill up a plane. I spent a full 14 hours sitting in an airport in the Philippines and had to get a hotel (on my own dime) at the destination and a rebooked flight to leave the next morning as I missed the connection. I lost a full 24 hours on my vacation over there because the airlines underbooked the first two flights of the day and cascaded them into the last flight of the day, which arrived very late.

Admittedly, I didn't read this entire thread. This incident was expensive for United because of the bad publicity, but ultimately, I believe it will be good for the industry that this was filmed as I'd bet, right or wrong, they'll think of a better way to address this in the future. If I had been on that flight and seen the level of stress that passenger had over not being able to stay aboard, I would've offered to leave in his place unless I had an absolutely critical reason to get somewhere (and, if you catch me on an airline, you can nearly guarantee that I'm on it because I've got to be somewhere). The thing that gets me is that the passenger clearly had some pressing reason to get where he was going and nobody offered the courtesy that you would expect. Supply/demand and all of that. If you're going to overbook a flight and if these incidents are indeed so rare, work it into the budget to pay whatever it takes to make the people you bump happy to fly with you. In my early 20s, I was excited to get a free hotel and a travel voucher and would be the first to volunteer.

I spoke with the Mooney folks at SnF. They mentioned that the training market is a tough one to get into. I think it's smart, given that GA is taking off in China.

I think the batcopter guy is based out of Peter O Knight. He has one of the original batmobiles too. Supposedly they made four. Rumor has it one of them had the real-deal Turbonique rocket axles in it. The one that I saw just made flames.

This poor guy had 186 hours total time and rented a Mooney up north somewhere and it got away from him. I'm not saying that you shouldn't rent or anything like that (that's about how much time I had when I bought my Mooney), but it looks like this guy was not on top of his speeds. He approached too fast, went around too late, and it's pretty apparent he stalled it in the climb with inadequate rudder and augered in. This incident was completely avoidable and I suspect that it was similar to a member here that we lost back in 2012. I'm not posting this to be a jerk, but I'm posting it to share the factors that led up to incident so that if you find yourself in a similar circumstance that you might identify it sooner. I suspect that pilot would still be with us if he recognized the situation earlier or didn't attempt to climb as aggressively.