exM20K

I run LOP ATT, so the belly gets the off-white powdery exhaust residue. I’m a big fan of the aero cosmetic products and use them on the plane and our motor home. However, the red solution will not cut this exhaust residue as it is not oil. This product does get it off with medium effort. This is a local company, and they are good guys. They also sell on Amazon, IIRC. -dan

I use these https://www.sportys.com/dupont-sontara-window-wipes-pack-of-25.html

Yes. Lemon Pledge is a much less expensive solution, too. -dan

Nice job by the pilot saving his or herself.….”fly as far into the crash as you can.” It looks like he or she put a great deal of time and money into that plane (panel, new engine, polished aluminum). It must be devastating to see it destroyed. would an E model run at all with the cowl plugs in? I doubt my plane would. It is a good habit to drape the tether for cowl plugs in front of one prop blade so that it will be snatched loose when the engine is cranked. At least one of the prop blades appears to be spun 180*, which is odd but likely an artifact of the crash and recovery. -dan

The guys that used to ferry DA42’s across the North Atlantic for us did have Depends on inside their Gumby survival suits. The legs on that route aren’t especially long, and they told me that they rarely had to “let it go.” But when they did, overcoming 20+ years of conditioning not to pee in one’s pants was really, really difficult to do. often, just having an outlet, so to speak, is sufficient to reduce the anxiety of having a #1 emergency. The PC12 is much more successful as a for-hire aircraft than is the TBM for a lot of reasons, but one that is a show-stopper for many is no potty in the TBM (except the Lego/Transformers contraption that is a never-ordered option on the TBM. Yet I’m told by operators that the PC12 potty is seldom used. Just knowing it’s there is enough. Absorbent undies are probably the same, if one can socialize their use with S/HWMBO. This entire post is based on hearsay :-) -dan

I'm currently at 20-25* spread, and it used to be less. I'm not super worried about it, and if you have one outlier rather than a front 2 vs back 2 CHT spread, try switching around a probe and lead from hottest to coldest. Like all probes, these do deteriorate over time. the oscillation in #3 I have used to be shown on #1 until we moved the probe and lead.

Thanks for posting this. FWIW, I agree 100%. I deal with the tubes always being in the way, and it's no big deal. I will not route the tubes into a semi-permanent, out-of-view installation. there are too many things that could chafe, disconnect, or other go bad without eyes on them. YMMV. -dan

Dunno what your model preference or budget is, but there’s a 201 for sale by owner in Apex. Why not reach out to the seller and see if you can sit in it as a first step? https://www.controller.com/listings/search?Category=6&Manufacturer=MOONEY&State=NORTH CAROLINA I agree with others in this thread: especially if the plane you’re interested has the crank up/down seats, you should be fine. -dan

Looks like you crashed :-) that’s really nice that you can fit it in the baggage compartment without removing the pedals. -dan

Bad scene, and I can see how a helmet fire could quickly erupt. Unless there is a real safety of flight reason to do otherwise, I limit my flying to 18,000. Not only are masks uncomfortable, their use makes staying hydrated difficult, which really makes fatigue or lack of sharpness an issue on a long flight. The O2D2 will warn of low battery with four hours remaining. -dan

I’ve flown 80 hours since my previous O2 service, mostly at 16,000 and 17,000 and mostly with two people on board. I use O2D2 and boom cannula. That is six months of flying, so if I get an O2 service at annual, I have only one more in the field before next annual. So the trans filling system isn’t worth it for me. either of the demand conserved systems will give this sort of performance, and you will find them much more comfortable: a puff of O2 vs constant, drying, irritating flow. @kortopates, I’ve never heard of an O2D2 failing, and I change the batteries every annual and have extras in my “purse.” Regardless of which system you choose, having a backup is smart. Mountain High used to sell a 3 pack of small (8”) bottles with a mounted face mask. That is hat I have beside me. Failure of a fitting or connection is a much more real risk (ask me how I know). I chose the O2D2 simply because it is much less expensive for a 2 person setup. Money used to include the precise flight devices with new Acclaims, I believe. They all work. -dan

In the distant past, I recall Mooney print ads showing a Bravo in “Executive” configuration, with the suit resplendent in the right rear seat, reading the WSJ, co pilot seat removed, and pilot focusing on the flying stuff. In the 231, we flew with the right front seat out all the time when our first was an infant. It made loading so much easier. And as @Utah20Gflyer points out, it’s a simple matter to enter a negative weight at that station. The Acclaim has AmSafe airbags in the front, so I’m a little nervous about removing the seat now. I’d hate to have it go Kaboom during removal or reinstallation -dan

@Steven B My 231 was equipped with the Merlyn controller as well. I found that, when hot out, rigging the cowl flaps to trail a finger-width when closed lowered CHT quite a bit without a meaningful speed penalty. -dan

This may be. Mine will read 2700 on the G1000 tach, but it is flashing red. NBD, and the mini-tach is unobtrusive and inexpensive. -dan

Was $4600 in 2017. Governor and JPI mini-tach were a little more. -dan

Aero Accessories in Van Nuys did an o/h exchange on one of my mags. The exchange mag they send was faulty and resulted in kickback when I tried to start. While the shop that installed the mags accepted no responsibility for the obviously split timing on the impulse coupling, Aero Accessories did. They express shipped my original, now overhauled mag and paid for the kick back inspection, which was non-trivial. How a shop does when everything is good is fine, but how a shop behaves when things aren’t good says a lot. -dan

Great news: it appears on one page back in this thread that a well-regarded and recently disengaged member’s posts live on, only not with his name attached. So the tread continuity is intact. -dan

Climb over 12,000 feet is what the POH calls for. I do this and have had no issues. I also observe a drop in FF when engaging the pump to switch tanks, but I believe this doesn’t happen in a full power climb. I’ll look next time. it is hard for me to believe that a 10* difference in ground temperature would change anything in a system that is running probably 150*+ induction air. fuel system setup is very important in these planes and best done with two people: 1 looking at the pressure gauges and one in the cockpit running the engine, which will get high CHTs very quickly. When mine was set incorrectly, I’d get an over-rich stumble at the top of climb and 36+ GPH. Or, it would not idle well and was always on the cusp of shutting off. Now, it runs like a Singer sewing machine. -dan

@mike_elliott is your guy. -dan

Are the approaches clear? What is the field elevation? If so, you should be fine. I’m based at LL10, and runway there is 2550 with 250’ displaced on runway 36. Hot, light northwest or northeast winds are a no-go for me landing, but that is easy to plan around or to divert. One of the Mooney salesmen was based at Brighton, MI with no issues. If you don’t have the 310HP STC, I’d highly recommend it. Takeoff roll is noticeably shorter and climb is astounding: 12-1500 FPM at MTOW all the way up to 17,000. Congrats on your new plane. -dan

If you have an electronic version you could share, please PM me. I have one on a thumb drive with the logbooks, but I won’t be where they are for another couple of weeks. Thanks in advance -dan

I believe that was the internet-based product. They lost that vendor/product, and the current one frankly, sucks. They know. I hope they better the current internet radar feed because it does suck. -dan

Franklin County, where I am, has emergency re-entry hang tags that they will issue to residents and business people. You'd be wise to get one of these early if you don't have one. I presume other Florida counties/cities do the same, but maybe your area is simply too densely populated to do this. It seems like a good way to keep looters and lookers out during cleanup and recovery. I would not leave a plane outside if at all possible. It's not just the strength of your tiedown ropes that matters. the anchor can pull out of the ground, random debris can be thrown at your plane, the ramp can become inundated with salt water. A hangar is, of course no guarantee - they can and have collapsed. I was working the Diamond booth in 2011 when the tornado came through Sun-n-Fun. The planes were well staked down and survived without damage. My biggest concern was lack of cover for ourselves. hanging out in a 53' semi-trailer with debris and planes tumbling down the alley between us and Piper was not my favorite place to be. My second biggest concern was debris or another plane blowing into ours. My hangar at Apalachicola survived Michael as did all the adjacent rows, and that was a pretty hard hit, so I'm pretty confident it would survive. But in the event of a hurricane forecast to hit our area, that hangar will be keeping a car and a motorcycle dry, not my plane. -dan

Prelim is out. -dan

All these are very real costs and the non-hull value losses would have been incurred by you even if you were insured for replacement value. Additionally, there is loss of use and, in the state Illinois (with which i'm familiar and is maybe similar to Washington in this regard) you will pay sales tax on the full value of the replacement plane. Ouch. I will be reviewing my policies with an eye towards these uninsured losses. Perhaps you have homeowner's insurance that would cover the personal property, and often aviation policies will cover "recovery" of a downed plane, so could that include your trip home in the Germ Tube? Maybe - it's times like this that having a good agent on your side is so important. I wish you the best. -dan