Rich

Thank you so much Bob. I believe that I need to go with the cooler of the plugs- I think that's the 32S. Safe flying!

AHH. So I just have to remove it and measure. I still don't understand as the Tempest guide says the RHB's have 3/4" while the REB and REM have 5/8"

So, I assume that the 36S would be better?

I will be replacing my massive electrode plugs with fine wire plugs soon. I have the IO550 in my Ovation 2. I have been unable to find the difference between the Tempest URHB32S and URHB36S. Can anyone advise me on which would be best and why? Thank you in advance for any assistance.

Thank you carusoam!

JoeSpeed, do you still have the belt you advertised last year?

Daytona Aircraft Services at KDAB is a Mooney service facility has been a very good experience for me. Admittedly, it would be hard to beat the praise listed above, but I have been very satisfied.

Airplanes are a compromise of all factors. There is not one best prop, it has to do with what kind of flying you do most of the time and also what you may never do. I fly out of a 1,950' strip with trees at both ends. I need the three blade prop- it's not a choice. If you would never consider this and you would only fly out of a strip 3'K or more AND you don't care about the compromised climb of the two blade prop, that two blade may be a logical choice. I'll take the "compromise" of losing a few knots since I run my engine soft anyway.

I've seen it work on a Honda Goldwing too. BAD morning sickness that was cured with MMO- forever. "Snake oil" it might be, but it is a great top end lubricant.

I have two Concorde batteries and live in the deep south- where battery life isn't too good. I replaced both of my batteries after 7 years. Cranking was slightly better- but better do it before one cell goes belly up! My method, admittedly, was arbitrary but it worked.... this time.

I preheat even in the 50's. As I understand it, you should not leave the heater on 24/7 w/o humidity control in the engine.

Not that I've ever done it, but wouldn't MMO be good when running LOP since the naysayers state that it's the lack of Pb when running lean that provides inadequate lube to valves?

Years ago, I had a 1987 "J" lean machine that I was flying from Statesboro, Georgia to Milwaukee, WI. No fuel flow instruments and I'd made a similar trip multiple times. This time it was different and my fuel gauges were lower than normal. I was planning on flying over the Chicago airspace. Just before this area, I was advised to "turn right direct to Brave intersection"- this is well out over Lake Michigan. I was at 6K' and said I wasn't comfortable with this. They told me to climb to 8K' and they'll route me more westerly (which didn't happen). As I continued, it became evident that my fuel takes were far lower than they should have been for the flight. I decided to run one tank dry. The engine stopped immediately- 20 minutes before it 'should have" but came back to life almost as fast when tanks were switched. I gave a low fuel advisory at which time ATC cleared me direct to my destination. Incidentally, in a few minutes, ATC advised me that a TSM was over my intended airport and to "say intentions". I changed destinations to Kenosha and got the instructions to call the tower. That all being said, I landed uneventfully (with 4 gallons left- I likely wouldn't have made Milwaukee), tower called ME, and was concerned that I had a problem. As I understand it, the trash left in the bottom of the fuel tank can cause filter problems, so it might be best to avoid running dry intentially.

Ned, I crossed my first "weak" front a few years go. My daughter, a good passenger, thought we were going to die. I assure you that they are not all like what you experienced!

This sounds like wonderful news! Thank you very much for the straight talk!