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Good afternoon, My name is John Herman and I am VP Sales & Marketing with Tempest Aero Group. I apologize that you had an issue related to our fine wire plugs. I believe this to be an isolated case, however, we take all cases such as this very seriously. We strive to manufacture the highest quality products possible and therefore if there is an issue such as this we want to know about it and investigate to assure it never happens again. In cases like this, it can be one or several factors that caused the problem and to the best of our ability, we will examine the plug and operating environment to determine the root cause. Please contact me at john@tempestaero.com and we will discuss an arrangement to get the plug sent back to us, as well as send you a set of replacement plugs at no charge as a customer courtesy. Again, we are dedicated to manufacturing quality products and providing a great customer experience. I apologize that we have not met these standards in your eyes, but you have my word we will do everything possible to rectify the situation. Best regards, John

After

Let me relate my experience with owners remorse - in 2006 I placed 50K in escrow on a 2005 Ovation GX2 located in Kenosha with 46 hrs TTIS. Mark Woods (now with Delta) was selling it on behalf of the owner, with a contract subject only to satisfactory pre-purchase inspection. I then flew to the USA from Australia to inspect the aircraft and be present for the PPI. All went OK except for very obvious wet wing leaks (29-0363 images folder) for which it was agreed the aircraft would be returned to Kerville for repair. It was then arranged for my to fly to Kerville with a Mooney factory pilot, and I was to join the flight in Chicago early on a Monday. I then got a call from the owner about a half hour before leaving to join the flight, saying he'd changed his mind about selling and offered to pay my costs. Now having stumped up the deposit, arranged for the balance to be ready to transfer AND flown from Australia to the USA AND paid for the PPI, I had a limited choices. Demand the Seller complete the deal and if he refused, take legal action? Or walk away? If I was a USA resident I might have insisted, but there's a lot more to life than looking backwards, so I walked. The Seller despite his promise to pay for my PPI inspection and other costs, never did despite numerous reminders, and Mark Woods was unhelpful. Luckily I had a Plan B in place, more for a failed PPI than Buyers Remorse. Richard Simile from Premier had N475SP, an Ovation GX2 with 83 hrs TTIS for sale and within 2 hrs I was on a flight to Atlanta and a bus to Auburn AL. The deal went through without a problem, the PPI came up perfect, and within 4 or 5 days N475SP became VH-OVH on the Australian Register. Richard was extremely helpful and made the deal go through without a hitch. FOOTNOTE: After 12 years and 910 TTIS, 29-0363 has just gone to a new home. I made a personal comitment many years ago to cease private flying the minute I thought me skills had peaked and while my Class 2 medical doesn't expire until Feb 2020 (airplanes are much harder to sell if you don't have one). My decision was also reinforced by a couple of Angelflight crashes where the pilots were older (like myself) and should possibly have known better.

So the only recording instrumentation that I had rolling was the fitbit. Looks like we had a peak heart rate the time of the incident and then the second take off around 5:00. I do recall being a bit apprehensive about the second take off. Had done several full power ground runs and a fast taxi.

So far so good with 64HK. Oil analysis and burn rate are good and she flies smooth as silk. As always there have been a few squawks but nothing unexpected. In the shop this week to tweak the panel and install a JPI 900. I loved my F and thought it could never be replaced. Have to admit I had some buyers remorse. But after 25 or so hours in this bird I'm absolutely thrilled. I purchased this AC assuming I would need to overhaul the engine immediately. For now, I'll be flying it regular and monitoring oil consumption, JPI data, and oil analysis. If all looks good I'll let my CPA advise when it's time to pull the engine. If not, I'll do it right away.

I remember hearing "25 squared" when first getting checked out in a 172RG by a wizened 22 year old, 300-hour CFI. "Don't we lose manifold pressure as we climb?" I asked, having studied the new information about "Manifold Pressure." "Yes," the CFI said. "So we will be at 25 inches in a couple of minutes by 4,000 feet, and below it after that," I said. "Yeah, that's true" he replied. "We don't have an operating limitation, do we? (remembering my friend's Cessna185." "Um, no." "So, why do we do that?" "Well, we cannot operate oversquare, he said authoritatively, ending any discussion." I never did get a real answer from that CFI, but I discovered John Deakin's Pelican's Perch...where Old Wives Tales die! I remember him citing Bob Hoover, whose Aerostar routinely made TBO despite going from full-power, to feathered, to high-rpm descents within a very short period. He also explained big differences between our simple flat engines and the turbo/supercharged corncob radials that were the most complex piston engines ever produced. Many years later and now a CFI, I have flown with many a pilot who were fed the same "garbage in" input and recite it without justification..."can't be oversquare"..."reduce stress on the engine"...or my favorite, "my CFI told me"....Not THAT guy, again?! It's great to see that old "25 squared" nonsense, which may in once have had some factual basis in a B29 or DC6, beaten to smithereens! Seeing that reassures us of the quality of expertise on this board...I hope the OP benefits from the wisdom imparted. And, if you're reading this and have a good reason to reduce power in your 201 on climbout, prolonging the time you are below the altitude needed to make the impossible turn, increasing your workload in the pattern, and forcing your bird to climb on 180HP instead of 200HP, please 'mansplain' it to me...

Went to the Jandakot airport this weekend (Perth Australia). Pleasantly surprised to see a Mooney proudly displayed on the way in. I rented a plane and flew around Perth and up the coast. Absolutely beautiful coast and fun experience. One more continent to add to my flight log. Thanks to everyone that provided advice on flying here.

You forgot an important choice for many of us: I have no idea, my engine only has 800 SMOH.

Looks like FAKE NEWS to me. There is no way a 6'8" Yetti can have a max heart rate of less than 150 during a state of distress! Probably had it attached to his sleeping dog.

but very doable in an F model Mooney. Thats why you bought it, to use it! Jonathan Paul flew his E from San Diego to Savanna non stop (long range tanks w/o the pee tube or wd 40 options)

Regarding "kids allowed"...couple thoughts/suggestions: 1. The newbie profile is takeoff, climb, cross-under, descent and landing ... no vertical, breaks/rejoins, or anything more aggressive than a trip around the pattern. So any seasoned (non-airsickness prone) junior flyer will have no problem with the profile. 2. The newbie profile is incredibly demanding for a new formator, and 100% of one's attention must be OUTSIDE the cockpit. Anyone in the plane is by definition a distraction, so I would advise against it on a first formation flight -- not for the kid's sake, but the new formator. 3. Formation flying is a team sport - if your other element pilot and both safeties in the flight agree, by all means, bring your kid/spouse/friend! After all, time spent alone flying is less fun than being with our kids! So if they're into it, take advantage! 4. Formation flying is a great way to get inflight pics of your airplane, so consider having your no. 2 ride in the training Lead aircraft while you're flying Wing. Your spouse/child/friend can get some great pics of your bird in flight. 5. My son will be 16 this Caravan, his 12th...since we usually formate cross-country from California, he has more than 100 hours sleeping in formation. His oldest sister (now 19) station keeps from the right seat (I haven't used Otto in years). So my experience is - if they like flying with you (my middle one does not have the bug) - yes they will probably enjoy formation work, and if they sit through the ground school and briefings, they will learn also and -- like mine -- be willing "critics" when you are out practicing as you advance your skills ("you're really sucked, Dad"). Good luck and I hope your experience is as positive as mine has been!

I'll have my M20F with the LoPresti cowl and 150 hours on the engine that was replaced 9 months ago and is still under warranty on the market some time in the next few weeks provided my current purchase goes through. Documents are signed and money is in escrow for the new one, so it seems likely.

I really applaud you focus and determination wish I had that when I was your age. As a point of constructive criticism I really don't see the need for a most popular category IMHO I think most folks looking to purchase an airplane aren't really thinking about popularity and are going to be pretty focused on what they are looking for. You might create performance or mission categories. Best of luck to you young man.

I'd like to thank several for offering some very wise advice here and in personal messages that I will incorporate into my site in the next few days. This is a great bunch of people! ron

25/25 has been well debunked. There is no need to reduce MP or RPM to 25/25 during the climb. Some like to reduce RPM just for the noise. But I believe most of us here would recommend full MP all the way to your cruising altitude. Obviously you need to lean during the climb as altitude increases and the air gets thiner. But keep the MP full.

it was 145 doing a walk in the heat this morning.... My resting is around 55. The guy that was with me said he thought we were closer to the field on downwind than the track I drew. I recall wanting to be close if it went worse again. I recall it being one of the shortest finals I have done. Power off 180 practice is a good thing.

I only know of rudder pedal extensions for brake pedals. But I question the value of putting in dual brakes just to get to reachable rudder pedals. You are in for sticker shock for how much that will cost you. Instead I suggest getting the 3" extensions for the pilot side and letting her have the left seat. As a new pilot, don't expect her to transition to the Mooney from the right seat. But now that you are probably getting comfortable in it, you might be very well ready to learn to fly it from the right seat. You can always add dual brakes later on after your wife is flying the Mooney. My wife also requires the 3" extensions and she now owns the left seat and I stick to the right unless I am flying solo. But as an instructor I am use to flying from the right seat. We also have dual brakes. Sent from my iPhone using Tapatalk

You may want to stay around crowds when in New Orleans. It's a great city but dangerous. Also some hotel in the city charge you $50 a night to park a car. So if you don't need one call one of us from the area to get a ride or Uber.

I did the tubing on the pitot trick the other day, just to check if there was leakage in the system somewhere, everything appeared to hold pressure. I think I found the culprit, 25 amp gear breaker is blue colored from corrosion. Sent from my iPhone using Tapatalk

If it's the same as the '75, they are under the belly. Before you go to the trouble of removing 252 screws, check the squat switch located on the left main. Mine was out of adjustment by about 1/8" and was giving me fits. No retract is typically not a limit switch problem. It's not popping the breaker is it?

For any G1000 Mooney including the Acclaim there’s a cool product from Guardian that can display on the G1000 or other MFD’s and might have the potential to save some lives. https://www.guardianavionics.com/aero-455-panel-pulse-oximeter-co-detector-tso-certified-aircraft

The plenum will be designed for relatively simple removal. I think it’s the best option for cooling. The proof will be in the testing of Matt’s F with a plenum installed. Thanks, David

Thank you very much! I appreciate that! I'm working on getting more Mooney's up! Up to 2 as of now! And to ease everyones concerns, since there are two mooneys, that means "Mooney" is the number one most popular aircraft brand on the website! As far as Turbine Mooneys...I'll see if I can get a Socota TBM up, thats the best I can do on short notice. (Tarbes Mooney)

try this guy... Tempest stands behind their products very strongly, unlike most companies who very strongly do not. johnherman@tempestplus.com

Yes, very generous from EI. Years ago, shortly after I bought my F, I spoke to EI rep in their booths on some airshow in OR. I mentioned trouble with one EGT probe and he reached under the counter and gave me a new one. No charge! That was the one of the reasons I bought the CGR30P. And I love the monitor as well. Thank you.

You will not need a new spinner Sent from my iPhone using Tapatalk Pro

Here's some good info... https://youtu.be/CEI3UfkFWX8

@Kris_Adams Did you see the note from EI/oregon87? Best regards, -a-

TW, There are two things that are very envious... 1) that polish is one... 2) the matching diameter of the spinner and cowl is the other... Hartzell has missed the boat on getting the right diameter spinner... O’s TopProp... Best regards, -a-

Thanks, Jon! I was setting up for a long night of fruitless searching... Do you have your contact with the Tempest people handy? I get the feeling @Yetti might want to close the loop with the same person over there... Best regards, -a-

Hmm... I just had this exact same problem during my recent post EDM-900 install engine runs... The Tempest fine wires had about 50 hours on them since new. The center electrode was lost on the upper #3 plug. I reported the issue to Tempest, took the attached pictures, and sent the plug to them at their request. They sent a replacement but did not provide any insight into the failure. The subsequent borescope showed no evidence of the electrode but there were a lot of nicks on the cylinder head where the electrode was bouncing around. The cylinder walls showed no damage and the exhaust valve was cleaned of deposits but showed now evidence of damage. I drained and strained the oil with no findings, so I figure the electrode went out with the exhaust. On another subject, I replaced all eight Champions two annuals ago when my A&P IA recommended that more than half of them be replaced. I was experiencing fouled plugs frequently during runup, even with aggressive ground leaning. The tempest fine wires have not fouled a plug yet in 80+ hours and the mag checks are very close and the engine is very smooth with them. During the last annual before the EDM install, my A&P commented on how clean they were. Here are my pics of the upper #3 plug...

No I have had mine for about 500 trouble free hours. Lots of people say Tempest is better than Champion for plugs but I had Champion finewires on my last engine for about 1000 hrs without an issue. However when it came time to get plugs for the new engine I went with Tempest based on bad reviews on the Champions. I would call Tempest and let them know but it sounds like an isolated issue. As far as the filters I think they are equivalent and use either one based on what is on sale. The Tempest filters have a magnet in them to catch ferrious particles but I think that is just a feature they came up with to differiantiate their filters from champion that makes little difference in the real world. Glad all went well and your departure ended with excitement and no bent aluminum. Looking forward to the pics. SP

Ring laser gyros and accelerometers will fit in a very small space. The computational power of a cheap cell phone would be overkill to drive the whole thing. I suspect the reason we don’t all have IRUs is because WAAS GPS receivers are even cheaper. However...if this jamming/spoofing starts rearing it’s ugly head, we may all be equipping our planes with IRUs.

I've used Flight line First at KNEW used to keep my plane based there. Nice people. Let me know when you are here maybe we can meet up for a beer. I can play tour guide for you as well.

Backups with VOR, etc. are problematical for missed approaches at the ever-increasing number of airports that have only GPS approaches.

Unlike ATC that rely only on ADS-B GPS, GA planes have windows, VOR/ILS, DME and ADF. Any good IFR pilot should always check with secondary navs, not only because of spoofing but because your GPS may not be working properly or has the wrong airport entered. Flying in the vicinity of TV towers can cause GPS interference. José

Signature at Lakefront in NOLA (KNEW) has always been good to us - not cheap, but you get what you pay for. Love the approach to Rwy 18R over the water.

Don't miss the opportunity to overfly the Grand Canyon on your way to Henderson.

Looks like Saturday is stacking up to be a good weather day. Hope to see some of you for the first time. Sent from my iPad using Tapatalk Pro

From 1993-96 I flew an '83 231 in Texas and in the summer it was just a given that most of the time cowl flaps would be at least partially open. The TSIO-360GB ran well but definitely ran hot. Where you are in Saskatchewan I wouldn't think you'd have to very often. I would definitely check your baffles. The Gee Bee baffle kit is so much better than what was ever used at the factory up until later years. The rear baffle material that they used back then gets lazy and folds back instead of forward letting air go past it instead of forcing it down over the cylinders. (this was on an M20K Encore that I bought and the first thing I did was re-do all the baffle seals) On Continentals your #6 is in the front though so you might need some cylinder work or a new cylinder. This engine very rarely ever made it past 1/2 TBO without a top end overhaul. I hear that the -LB engine is a Little Better, the -MB engine is Much Better and have personal experience that the -SB engine is So Much Better. The 231 did not come from the factory with a intercooler but can be added which will help with the temps also. Whatever you need to do to keep the cylinder head temps under 400, preferably under 380, do it. That might mean more fuel, not leaning quite as much, or cowl flaps open.. As far as the one cylinder at 240 - either that's a dead cylinder or your probe is bad. There's no way on that engine, if it is making power, that it's running at 240.

I finally did what I should have done so every format can open it - I posted it on YouTube. Tapatalk sometimes doesn’t open things that Safari will.

Glad to hear she's doing well. I lean enough on the ground that when I add throttle to taxi uphill, I have to push Mixture a little richer to keep running. Virtually zero lead on my plugs at oil change (50 hours, but I have a filter).

No I won't.

I'm sorry if I sounded like a jerk, it wasn't my intent. Glad you are back on the ground safe. If you were only getting 28" on takeoff there is no way the FF would have been normal on a Turbo Continental. Perhaps if an induction hose blew off down stream of the throttle body, the upper deck pressure would have still been there to drive the FF up. I just think this is a good example of why it is so important to verify takeoff power on a turbocharged engine. That exhaust leak was very close to the fuel pump and associated hoses.

I will reach out to Linn early next week to firm up price and minimum order. Standby.....

I am a dealer for this product and could probably get decent pricing if there are five or so who want one. PM me if you're interested. -dan

God help me!! Chrysler???

Both of your guys hangars look clean enough to eat off the floor. Me, I have to wipe my feet before I go outside.

To land a Mooney well, don't beat your Mooney up. Get a few hours in a taildragger.