exM20K

S6RSC-25P would have to check paperwork for the shop.

My last mag rebuild lasted between 0 and 4 hours this year. Big fan of the fine wire plugs. -dan

Does this help? https://www.mooney.com/wp-content/uploads/2020/12/SUPP0020A.pdf -dan edit…. Crickey…. these things are expensive! https://preciseflight.com/product/all-in-one-solo-pack-with-x3-demand-conserver/

I'm very fond of the boom canula, too. https://www.mhoxygen.com/product/cannula-e-z-breathe-ii-eds/ Be aware, though, that this brings several more connections that can fail or disconnect (with the quick release), and if you're a Bose A20 user, it's very hard to get the mounting ball to adhere to the headset. O2D2 and equipment are IMHO well worth the cost / convenience; I fly 200 hours a year, much of it at 16-17,000, and I refill the tank maybe once a year. -dan

That whole V1 / V3 / V37 corridor carries a ton of traffic from the mid-atlantic and northeast to florida. see for yourself on flightaware/ foreflight. obviously not all in approach airspace, but here's the current view

Good point about lost cons procedure. From the time stamps on the liveATC recordings, it sounds like this pilot was out of contact with ATC for 9 minutes. That’s an eternity, especially in a busy airspace. -dan

Back to @Parker_Woodruff’s topic here… Every plane I’ve flown has an idle check as part of the pre-takeoff check list(except the Diamond diesels IIRC). IMHO, this check is as important as the run up mag test. Will the plane idle at or below the specified maximum? If not, you may find yourself consuming a ton of runway when you want to land. I had my OEM vernier throttle replaced with a McFarlaine vernier-ish unit two years ago because the original had a lot of slop in it. No matter how we tried to adjust that throttle cable, it hung up on something when I wanted it closed, and it took a really firm tug to get to idle. My landings, especially at my short home field frankly sucked. And I’m not a big fan of yanking on controls to get them to do what I want. Replaced with an OEM unit (true vernier control also manufactured by McFarlaine), and life is good. also, my TSIO550 is very sensitive to fuel system setup and induction leaks. They should idle nicely at 700 RPM. If not, it’s wise to figure out why. -dan

It looks like there are some good divert options nearby. That takes a lot of pressure off "having" to land at the short strip if the WX is beyond your comfort level. -dan

from the notam. Restrictions and Requirements Top No pilots may operate an aircraft in the areas covered by this NOTAM (except as described). UNLESS AUTH BY ATC. https://tfr.faa.gov/save_pages/detail_3_6245.html if the pilot is really worried, file a NASA report and go on about your day. good grief. I suppose if he missed a handoff, that could explain Beaufort approach trying to raise him on guard. -dan

Great find. It really is a long deceleration. Maybe 3 seconds? That’s about 1G from 60 Knots, though the deceleration is not evenly spread across the time. Nice job by the pilot to get it stopped and everyone for getting out. https://rechneronline.de/g-acceleration/ the calculator is on a German domain, so it must be very precise! -dan

From the FAA brochure: "Nasal cannulas. These are continuous-flow devices and offer the advantage of personal comfort. They are restricted by federal aviation regulations to 18,000 feet service altitude because of the risk of reducing blood oxygen saturation levels if one breathes through the mouth or talks too much." So keep your mouth shut when using cannulas over 18,000 feet. seems like good advice. -dan

@Schllc Thanks for sharing. I consider the O2 system to be the weakest link in the chain for high altitude flight; there are just too many connections and fragile points. This wreck, and the loss of an Acclaim and its pilot on the way to a MAPASF PPP in Atlantic City are reminders that hypoxia awareness and a backup supply are very, very important once over 17,000, where your TUC gets very short. I did the PROTE Chamber at the Mooney Summit in 2019 (i think it was then) and hope the organizers this year can schedule it again. I'm in pretty good shape, but I was playing with yarn and unable to math pretty quickly. Knowing my symptoms is very helpful. -dan

I agree with @Yooper Rocketman and @aggiepilot04. Generally I’m at 16 or 17,000 form my long trips. If there is a really good weather reason to go higher, I will occasionally do so. Mask is not very comfortable and makes drinks or snacks inconvenient. When I was on the cusp of a C340 purchase, a high altitude endorsement was part of the transition training. https://www.flyingmag.com/guides/how-to-earn-a-high-altitude-endorsement/ while our planes don’t require that, it’s not a terrible idea. Also it is worthwhile to familiarize yourself with the emergency descent procedures.

I’ve done a lot with John Putnam (Globe Aero) globeaeroltd@msn.com https://www.globeaeroltd.com been a number of years, though. His company had a broad scope of capabilities, as in: ferry tanks, ferry flight, disassembly and containerization, etc. Margarita Waltz has been doing this forever and has helped a number of people I know with planning and or flights. No contact Iinfo handy, but she should be easy enough to find if still engaged in this stuff. https://www.avweb.com/aviation-news/margrit-waltz-completes-900th-ferry-flight/ -dan

Your float in the reservoir probably isn’t floating anymore. -dan

Pm me your email address, and I’ll email you the ForeFlight one so you don’t have to do all that typing

Paper or ForeFlight? Congrats.

Mine has 0 fluid for the W&B. IIRC, there are two lines in the equipment list or W&B, one empty and one full. That entry in your picture says “reweighed” so who knows? I’d guess it was weighed empty but had the usual weight gain over time. re 252-> encore FIKI… The 252 is FIKI eligible, so it’s not obvious why one with the encore conversion wouldn’t be. -dan

If you don’t have or want that subscription level in ForeFlight, fltplan.com comes pretty close on the performance calculations. I haven’t used in years, but IIRC, they do have pre-populated performance profiles. If not, you can use the tail number in my profile picture as a donor. I populated that with a 16.2 GPH LOP profile that is probably a couple knots slow.

Also, the 252 and up have a 28V electrical system, which is preferable because if you want to consume some of that useful load with a TKS system, you may install a FIKI system rather than just the no hazard version. -dan

This post pretty well covers it, IMHO. If there is a local flying club you can get in/out of easily, then that would be a really good way to do the private and build some time. For the instrument, I’d want the same avionics and autopilot across the planes I’m using. One of the best reasons to own your own plane is being able to take trips away, which can be difficult in a club plane. But without an instrument rating, these can create a lot of weather/schedule stress. Doing the instrument in your own plane also will help you build time in make/model, which may help on insurance. As noted above, a frequently flown plane is preferable to a low hour option, all other things being equal. Disuse kills planes deader than anything. Fwiw, I first owned a Cherokee 140, in which I did my instrument rating, and while it was (and still is) a great plane for that task, it lacked UL and speed sufficiently to put me into a Mooney 231. Buy right, buy once…. And all that. Inspecting, closing, and getting a plane up to *your* standards is expensive, and I would have been better off going right to the 231, maybe. Oasis is a very knowledgeable Mooney shop not too far from you. They do get busy and backed up, but you would benefit greatly by getting to know Eric. They are located in Willmar, MN KBDH. https://oasisaero.com Good luck. -dan

@LANCECASPER thanks for sharing this discount. The plugs I got from Kennon are very loose. How snugly do these fit? -dan

It’s regrettable that you are so personally triggered by my comment about privacy that you question my honesty. Perhaps you’re projecting, but what do I know? I have bought and sold somewhere between 100-150 airplanes since 2008, so I’m pretty sure I know what I’m doing. If someone would pass on an airplane because of no oil analysis history or because of a long ago comment or reading (none of which are normalized, btw), then they are unserious, and that is fine. I will sell to someone else. Your reading comprehension skills are poor. What I share with a potential buyer, other than what is legally required, is at my discretion…as it should be, and as it is in most commercial interactions. “At my discretion” doesn’t mean “No,” and it doesn’t mean “Yes.” I never attacked, insulted, or impugned the integrity of someone who saw value in oil analysis and felt compelled to share the data with a buyer. I don’t see the value and question the reflex to share. You do you; I’ll do me. -dan

I reached out to Blackstone on this privacy issue and got a long reply. The portion relevant to my concerns is this: If you're planning on selling the plane and you do NOT want that data transferred to the new customer, you can let us know -dan

This and @M20Doc perfectly describe my attitude towards oil analysis. I do it out of nostalgia and habit. I have a continuous record (mostly), and the alerts raised have never lead to discovery of a serious issue. I maintain my airplane proactively and with a willingness to fix any airworthiness item plus a bunch of non-critical stuff. The plane is flown regularly and only by me. Thus I’m disinterested in getting into a discussion with a subsequent owner over an elevated level of whatever, blackstone’s warning, and how I woulda shoulda or coulda done something that would have gotten ahead of a slipping starter adapter or bad cam. -dan