Robert C.

Hi neighbor (I'm at KDXR) Nope, the STC requires a new (three-bladed) prop and governor. If you're going to upgrade I'd suggest you go straight to 310hp. There is a less known 3 bladed prop that is like 7lbs lighter than the original STC prop. Look for the Bob Minnis/Hartzell scimitar prop PHC-J3YF-1RF/7498. Found the thread (I started it - had forgotten that ), look for Steven's reply: http://mooneyspace.com/topic/12548-midwest-mooney-310hp-stc-conversion-question/page-2 Robert

Listen to Mike Elliot and Jim Hamilton. They know whereof they speak; you'll thank them later.

Yes, it is But now you know for sure she loves you (hmm..for your Mooney perhaps?)

Congratz and welcome to the club

Afraid i can't help you with that. Mine was converted to O3 at the time of sale to the original owner so I have the O2 POH with the STC. You may need to wait for a 2008 O3 owner to check in here but it wouldn't surprise me if Mooney even then just bundled the older POH with the STC. To double check that you could lob in a quick call to the factory and see if they have O3 manuals for sale. Even if you don't want to shell out the $$ then at least you know if it exists. Robert

Here is the STC information for the upgrade. Enjoy your Eagle Robert Ovation3 STC.pdf

Started reading before buying; got helpful comments and answers to naive questions and both the sense of community and it's helpfulness contributed to the decision. I probably would have bought a Mooney anyway but the support here made it easier. Robert

In my case the g switch died between inspections, so a few weeks ago I had my old AmeriKing replaced by the new AK that includes the 406. While I looked at other brands I stayed with AK mostly because then the same rigging/mounting could be used. Have the funny feeling that cheaper solutions existed, but not being the mechanical type i wasn't going to try and do the replacement myself

Hmm.....are you saying it isn't copyrighted?

MT itself only recommends the prop for turbos as there is little or no performance benefit below 9000 ft.

A while back i checked out that 4-blade on MT's website. My recollection is that it has no material benefit until you get above 9000 ft and is therefore largely used by/intended for turbo charged a/c. Saw one on a SR-22T and they do look cool though

Mike Bush at Savvy recommends using retreads. Have no first hand experience so can't say from experience which would be the more sensible thing to do.

I've been using the rule drilled into me while doing my PPL at an untowered airport, the guiding philosophy was to be courteous and safe: The aircraft that called "final" has priority; if someone called final I was expected to find him and extend downwind and watch him/her go by on final before starting my base turn. Don't call final until on 2-3 mile final (again a courtesy item, so you don't create unnecessary delays) It felt like common sense then and does so now so I use it under the hood as well.

They're also a good source for TFRs and of course you're on record has having had a weather briefing. That said, I call them about 1 in every 10 flights on the ground and once every 50 flights in the air.

My ELT failed its inspection recently. The AP placarded it inop, we entered in the log book as inop and then I kept on flying till i had a new ELT bought and installed. As the ELT (and the AI/vacuum pump) aren't required for VFR flight that would make everything perfectly legal right? If I'm not mistaken many aircraft don't have a MEL so then you have to go on what the FARs define as minimum (which is different for for VFR (tomatoes aflame) and/or IFR). Am I missing something? Robert

done, I added in the comment section that a combined US/Canada eAPIS would be preferable than 2 complete different ones. Not holding my breath though.

For that reason I signed up for one of those 10-day accelerated programs. You really can get your IR in 10 days. The only catch is that you need to have passed the written before starting the 10 day program. I just got myself the King School online program and spent as many evenings as I could for 2 months practicing the test until I knew I could pass with a high score. The whole process works like a charm. Just do it

Some one with mexican experience pls jump in but it looks to me like a massive communications breakdown. Isn't the "sign" for peso the same as for $ ? Look at the official fee table: Concept Description National International 501 Landing (pesos per ton MTOW) $60 pesos minimum charge. $ 17.90 $ 42.00 502 Boarding / unboarding services (pesos per ton MTOW) $ 12.20 $ 24.00 503 Parking (pesos per ton MTOW and per hour of parking) $75 pesos minimum charge $ 3.45 $ 6.70 504 Airport Use Fee per boarding passenger) $ 240.00 $ 30.00 USD These are all peso numbers. Joe's actual bill bears that out. Am i missing something? Robert

My experience with a vacuum failure came when i was a freshly minted PPL on one of my first cross-country flights (post-PPL). I was (still am) working very hard at persuading my wife that this is a useful hobby. So I'd booked the club Archer and we'd flown up to Lake Placid on a beautiful day, took the trolley into town, had a lovely lunch, walked around, etc. Get back to the airport, start her up (the Archer that is...get your mind out of the gutter please), and as I'm doing the cockpit checks realize that the vacuum pump had packed up. No DG and a tilted AI. Even I was smart enough to know that meant no A/P. So I break out in a cold sweat, 1.5 hrs away from home on a weekend day in the club plane. Can I fly it home? Is it legal, is it safe? Do I tell my wife? etc. Of course I completely forget that the Archer has a backup vacuum pump knob that I can pull So i decide not to say anything to my wife for fear of scaring her off. Uneventful flight home, good practice hand flying all the way. That evening I dutifully record the squawk in the squawk book and e-mail the maintenance officer for that particular Archer. Next day Club President acknowledges the squawk and in his e-mail back asks me how that backup vacuum pump worked for me....oops "I learned from that" !

Well, probably wouldn't hurt to see if there is a MEL in your POH. Otherwise remember the FARs based checklist item?: VFR day (TOMATOES AFLAME) (91.205 b.) Tachometer Oil pressure gauge Magnetic compass Airspeed indicator Temperature gauge (liquid cooled engines only) Oil temperature gauge ELT Seatbelts Anti-collision lights Fuel gauges Landing gear position indicator Altimeter Manifold pressure gauge (for each altitude engine) Emergency equipment Nothing that works off vacuum pump on that list so at least you are legal

I couldn't help but noticing that the mains and nose wheel touched at pretty much the same moment. So while speed was part of it the related part was that you weren't in the optimal landing attitude. That "hold it off" advice sounds like the way to go. My trim is usually almost full up by the time she settles on the mains. Am guessing that would have made the difference.

+1 for Falcon. I went to them after seeing Parker's strong endorsement in earlier threads, and after seeing how they support the Mooney community. As I bought a rather high hull value Ovation and had about 150 hrs, no Complex, no IR, when I bought the aircraft only one company was willing to quote. Cliff at Falcon was quite sure that when its renewal time in August and I have >100hrs in type and my IR there should be several willing to quote at a 20% lower rate. So just buck it up for the 1st year and it'll get both easier and cheaper. Good luck

Congrats! Don't you love the extra acceleration and climb? To your question: yep just push prop and mixture forward and forget about them till its time to lean for taxiing.

The Chattanooga PPP in June works best for my schedule. The New Jersey is closer to home but comes after my insurance renewal. Haven't sent the check yet but have the dates blocked in my calendar. Robert

+1 MAPA SF PPP for sure, aiming for Commercial as well. Tail wheel in 2016