exM20K

If that is an induction leak, it is a big one. Soapy water and the exhaust side of a clean shop vac will quickly show if that is the issue. I’ve had small induction leaks from over-enthusiastic clamping of the intake tubes, from the upper-deck pressure lines to the injectors, and the hardest to find: a nicked MP hose for the G1000 MAP gauge. I recently helped a neighbor diagnose a leak in his T210, and in all these cases, the symptom was lapsing MAP by -1” per thousand feet. being 3+ inches below takeoff MAP sounds like something else is going on, and I would have discontinued the takeoff. I’m unfamiliar with the TSIO520 setup, but in the 550’s it is pretty straightforward to test the wastegate with, IIRC, shop air. Was the fuel flow, takeoff, and climb performance normal? If so, it would seem to be a gauge issue. -dan

I have never used the ice light in anger in 26 years of flying tks’d Mooney’s and diamonds in the Northeast and upper Midwest. setting aside airworthiness issues, I recommend this as a standby. Works well on both wings and the tail. -dan

AJ with the S&C Bob reference from the wayback machine: FTW! Just stay out of the Trubulence! -dan

Wrong. Clear is most often produced by SuperCooled Large Droplet (SLD) moisture in the air. SLD is no bueno, FIKI, No-hazard, or naked. Turbine or piston, too. -dan

This is an important distinction. I work in a potentially high-lead environment, and we test our staff regularly. The only elevated lead levels we have seen are in people who do reloading at home. I suspect they are aspirating it when they tumble or otherwise handle brass. One had to be sent back to remedial training when he or she put little packages of condiments into an old ammo case box. Metallic lead is not generally absorbed through the skin, but rather by rubbing eyes, nose, touching food, and the worst: touching cigarettes and vapes. You guys that made lead soldiers should probably be ok :-) -dan

You wont see this on the YouTube videos of transatlantic flights, but…. when we had new Diamond twins flown over from Osterland, the ferry pilots had to wear Gumby suits. Most fly with it around the waist, since they are bulky and hot. Given the reclined posture in the DA42 seat, dealing with a full bladder with a half-on Gumby suit was, well, a rather dodgy exercise. Solution? adult diapers. And I’m told that the first time “letting go” into one is really, really difficult since it goes against all training since infancy. Flying, and especially ferry flying, is sometimes not so glamorous. -dan

TKS fluid if I expect to need it outbound and am not bouncing back and forth between FL and IL, both places where I have at least 5 gallons stashed. I’ll carry up to four 1 gallon jugs in a box with dividers. @Pinecone that is interesting stuff about Gatorade. I don’t drink much since I’m supposed to limit my sodium. I’m a water guy and have at least 32oz w/in reach. The Costco Extra Fancy Mixed Nuts, unsalted, are my go-to snack. And if I get bored, I can contemplate just how they avoid the smaller nuts filtering to the bottom of the container. -dan

@Barneyw These are your guys: https://www.blackstone-labs.com/ They have a ton of data, and it is nice that they share aggregated data with customers. Perhaps given where you are and the impracticality of shipping an oil sample half way around the globe, they'll share with you. If you search this forum for blackstone and 201, you will find some reports that will have the then-fleet averages, eg: Comparing against their fleet averages may depend on how the results are adjusted for make-up oil. -dan

Thanks. I did not know this. -dan

And the only seller who would agree to these terms has a plane you likely would not want to own. -dan

Left engine Seneca 3. They have an extra 0 in it.

I had something similar shortly after I got the Acclaim. It was a battery with cells shorted out. -dan

And if you want to go farther out than ForeFlight plots, just select “icing” in windy, pick your altitude, and make sure you’re showing euro or gfs model output. Icing forecasts out beyond six hours are really better suited for entertainment than ADM, IMHO. Sort of like AccuWeather making daily forecasts out 8 or more weeks. @Scott Dennstaedt, PhD criticism of windy’s depiction of single models only is noted. Much like the various hurricane models, which I pay a bit of attention to as a gulf coast FL resident. You can always find one or more that prog destruction (especially GFS, which this year was rather excitable.) -dan

That is closer to the low compression multiplier according to APS, and valid only LOP. They say 15 and 13.75 for high/low compression.

I paid somewhat less than that, and I am glad to have done it. Painting a plane is not only expensive, it involves significant downtime, so putting that off for several years with a touch-up worked very well for me. my paint was generally in good shape, but it was coming off some rivets and edges. If the shop says your paint can be restored, I’d do it. -dan

How about a Glory over Central Indiana today? https://youtu.be/Mu2DM89zq6M

100% agree with @Pinecone here. Be ready and able to execute. Lots of good advice in this thread for the due diligence part, but when you find the plane that will work, you need to show up with money, insurance, and a qualified CFI or ferry pilot. I was where you are 30-ish years ago, living on the east coast and buying a 231 out of the Bay Area. Paul Loewen at Lake Aerostyling and Repair (now LASAR) in Lakeport, CA, did the pre-buy. Closed the transaction with AIC Title, who I’ve used probably 75-100 times as a dealer and for myself, flew out west with an airline friend / CFII, and had a grand adventure coming back. Definitely connect with @jgarrison, Mark Woods, or Richard Simile. They know the market, and whatever you spend for a buyer’s agent will be dwarfed by the off-market planes they may be able to show you or the disasters they keep you from. Enjoy the adventure. -dan

Function testing the new Tempest fine-wire plug. Top of the green at 24”. I’m not bold enough for a 33” pass and pull-up.

Congratulations. What did you get? -dan

Lots of good info here you may need to find a shop that has a purge pot. Any big cirrus or Mooney shop should have one. -dan

@Vance Harral you type just a bit faster than me lol. -dan

An engine without oil pressure will run for a while before seizing. So in the event of loss of oil pressure on takeoff, would you like to have thrust or not? The only use case that benefits a single with feathering prop is at altitude, and then it is only a marginal benefit. If it goes into feather on takeoff, it is simply a bad thing. The Rocket has this feature because Darwin Conrad used the engine / prop combo off of the Cessna 340. Good marketer that he is, he spun it as a safety benefit, which I do not believe it to be. -dan

Welcome back. They're hard to beat if you have the right mission. -dan

It’s not great, but it is ok flying. The real challenge if both displays go dark would be NAV. The best standby gauge placement I’ve seen is Diamond: Airspeed, Altitude, and Attitude w/ball are at the top center. There just isn’t a lot of room to put these things, especially when they’re steam gauges. The new all-in-one stuff is a lot easier to find space for.

No. These traces are the run-up and mag check. I shut down after #3 went cold. Turning the right mag back on can get noisy and expensive with the unburned fuel/air in the cylinder and exhaust.