cliffy

If they don't fly they die!!!! The old saying- "You can't beat a dead horse and make it run is true with horses and airplanes. At some point its better to bring out the shovel than the wrenches.

Mag drive gears- They are (can) be different If when you go to tim them to the engine and one has to go all the way to the end of the slot to just make timing - the 2 gars are on the wrong mags. Swap the gears and majically you can easily time them both in the middle of th adjustment slots!!

OK there in is the answer- BUT you never know when you call on an ad if its for real or a scam And I've found 2 scams in the last 2 weeks

Glad I could help Just did 5 hrs in mine 2 days ago Just sat back and watched Otto do the work.

Wanna bet?

What is it about buying an airplane ? Helping a friend look for a plane and out of 5 ads we have tried to contact repeatedly- only 2 have bothered to reply! And I'm talking 4 or 5 emails and phone calls to each. It boggles the mind.

Just a shot in the dark- did you swap (reverse) the pitch control wire leads as it shows in the drawings? This needs to be done if it hasn't been done. It could be reverse sensing rather than capturing. Secondly, you can't just set up the system and reverse the sense in the soft ware because if you do the pitch trim indicator will show opposite of what it needs.

Saavy Aviation specializes in reading downloaded engine data. Give them a call I'm NOT related to them in any way they just know stuff.

Sorry for not posting but I was out of the country Lots of good ideas for "filler' material here to flesh out the trianing Can't get too deep into minutiae as the training is geared toward those with little Mooney experience AND little wrench turning history. As Sgt. Friday used to say- Just the facts Mam, just the facts :-) (of course one needs to know JUST who Sgt Friday was to appreciate the play on words) The pictures are great information I also found one 3 months after an annual that the main gear would not go all the way up but hung out 4 inches into the slipstream. Question for the group- How many know there are two types of ignition switches and that each has a recuring AD requiring different compliance measures?

Like in the back of the manual? :-) Using the manuals is in the presentation

Unfortunately in won't be in the USA Its being done overseas

Yes this is a follow on to see if I've missed anything :-) This will be more of a "how does it work" "what does it look like if its wrong" "what to look for " "what does the mechanic do to fix it" etc - rather than trying to teach how to be a mechanic and do it yourself - FOR THIS PARTICULAR SEMINAR. Make a more "informed" owner rather than trying to make an owner who has never lifted a wrench into an A&P

I am setting up a seminar dealing with Mooney maintenance designed to pass along information to airplane OWNERS who may not be A&Ps but who want to know more about what makes a Mooney tick and what maintenance is required for those who don't know. I've got it pretty well "in the can" but I want input from the brain trust here on what YOU would like to have covered if YOU were at the seminar. What would YOU like to see explained or covered in such a seminar? Not going to get into Garmin vs Aspen, etc Electronics is not on the list- just airframe and engine subjects or issues. Please add your ideas so I can check and see if I have already covered the subjects that YOU the audience want Thanks

Thanks for the feed back

To the OP- It sounds like your O2 tank timed out so you changed it out. If so (IIRC) are you aware of the ":suggested" overhaul time limit for the regulator also? If not might be something to look into if you go up high into hypoxia country.