DAVIDWH

As a politician would say, "It all depends". I had much the same experience with a big bore continental at 2450 hours and still running smooth and delivering good power. At annual time, compression had dipped on one cylinder to basically worthless. So, mechanic pulled cylinder to re-work or replace, both of us thinking all would be well soon. Then I got the call to "Come to the airport and look at this". Upon arrival, the mechanic put his hand on the connecting rod and begin to flex it back and forth. It wasn't much, but I could see the angular movement of the rod as he flexed it on the worn bearing. Oh my, that was an expensive click. Just thinking if this one is so worn, the others cannot be far behind. Long story short, my rod throwing through the cylinder paranoia set in and engine was shipped to Western Skyways the following week for overhaul. As the politician would say "It all depends".

Wow! What a clean restoration. Just curious though, if there were any legal fees paid to divorce attorneys? If not, perhaps you could share some of your secrets.

One thing for sure, since he sent you a change of address, he doesn't owe you any money.

Just like a street fight with two adversaries in front of you. The odds against you are not double, but go up as the square. Hence, your chances of an engine failure in a twin are not double , but in reality, are four to one over a single. Surviving an engine loss in a twin with 160 hp on takeoff would probably depend on the tree height and tree separation at end of runway, because you will be seeing a lot of tree leaves and limbs. Just speaking from experience while losing left engine on takeoff several years ago in a twin Cessna 320. If you are going to purchase a twin, look at the higher hp engines. In my ltd. experience 160 a side doesn't get it, or as the great philosopher once said " The juice is not worth the squeezing".

Personally, I would take it up with your congressman and get it to Harry Reid's desk as soon as possible if I wanted really fast action.

OOps!! To really compete with Cirrus, they should consider a parachute. Or maybe not, perhaps it can actually recover from a spin. However, I just keep going back to the two Cirrus pilots that survived the helicopter midair by pulling the chute. As you recall they walked away while the poor soles in the copter perished. Just saying, I think the chute was a great marketing plus for that airplanes success.

Not sure Mooney needs speed mods as they seem to have them already. Last week when returning from Monroe to the home drome, dutifully called tower and gave position report of 10 to the NW landing with echo. Quick perfunctory answer to report three mile right base for runway 18. At about three miles, reported as advised and was answered with a rapid fire response to keep speed up as there was a twin Seneca on a five mile final. Oh my, is this a conflict or what.? So, I answered with a suggestive alternative to extend or do a 360 and come in behind the Seneca. Total silence from tower, then tower came back, now speaking slowly, with the following response: "No no, just maintain, as you are presently 30 knots faster than the Seneca. I guess it really is true, there is no Freude like Shadenfreude.

If you lose so much as a starter in Mexico, you are going to be there for a very long time. With the politically corrupt and violent situation, I wouldn't consider it. Lost a good friend in Mexico after the fuel he took on was about half water. (Takes several hours for the water to sink down to the sumps) Just my personal thoughts. Best, DH

Glad to be aware we can still fly on battery. My recent experience is a bit different. Last week on a commute in solid IFR all my electrical gauges went to zero and the engine just stopped cold. All methods to restart engine failed. So, called tow truck and F-150 was towed to local mechanic shop. Mechanic rapidly diagnosed a failing alternator as the culprit. When I asked, why the engine stopped and all electrical went to zero with a fairly new battery, his answer was, in the old days the engine would not have stopped, but with today's new computers, the engine just stops with a failed alternator. Hopefully TCM and Lycoming will stay at arms length from computerized engine management.

Have you talked with Don Maxwell, Maxwell Aviation? 903-643-9902 Email: service@donmaxwell.com

At least it wasn't left in a bar (Not accidently) a la Apple.

First the free baro app, now the free rpm app, who said a glass panel is expensive?

Great choice, Pull out the 530, slide in 540, program and fly. Lots of muscle memory to retrain though. Just think, no more big knob, little knob twisty fiddle, fiddle, then twist twist again, then oops, one more time. I think one of the calmest days of my life was when the fiddley 530 left and the second gen. touch screen arrived. My young daughters little fingers now programs our flight plans. In the past, It was always, "Daddy what's wrong with this thing". Expletive deleted. Best and good luck, DH

Probably not the same issue, however when my trim test button failed to light I traced it to a trim toggle sw. in the off position located near fuel pump and pitot heat switches. Evidently, was turned off by mechanic while adj. the seat rails. Go figure. Keep in mind, this test checks a multitude of circuitry and must be performed after power is applied and before autopilot can be engaged. Flight director is functional without the trim light functioning. Could be a cold solder connection, failing resistor or you name it. For expert consultation, contact Barry at Autopilots Central in Tulsa or Larry at Sarasota avionics. 918-836-6418, 866-539-4078 Best, DH

Anyone find elevated CHT's with the fine wire?

Concerning the question about when pressurized Mooney will be available? They are still somewhat available, but I doubt Mooney will go down that track again as the company lost money on every sale. Anyway for the brave of heart: 1969 pressurized Mooney Mustang, 1-800-516-1758, Low time $135,000 (Fla. location) Caution, no factory landing gear parts available!!

They have an alcohol problem, we have a drug with guns problem. Not a reassuring future either way.

Several for sale on e-bay. Not sure if or for how long Garmin will provide support for 430 and 530. Presently, they are moving on and playing in a more lucrative sandbox. ie. 750, 650. Expect prices for the older units to continue the decline.

Just replaced mine with a vertical card. Enough with the leaking whiskey. Also, the card compass is no longer subject to the new FAA regs. concerning the presence of alcohol in the cockpit.

Whew, That disconnected tail section just gave me the shivers. For a moment I thought it reflected a Piper in turbulence. Keep us informed and would recc. you consider an increase in all credit card limits. Best, DH

Just reprogrammed my Shadin Miniflo to 89 Gal. usable fuel. Was previously programmed to read out full at 95 gal. Sure you are aware that wing gauges are accurate on ground, but inaccurate in air while interior gauges are inaccurate on ground, (Read High) but (more or less) accurate in cruise level flight. The fuel gauge I rely on most is the read out on the fuel truck meter. Best, DH

And I repeat: Autopilots central, Tulsa Barry or Randy......918-836-6418 These guys see it every day. Best, DH

A bit off course, but I was able to completely avoid state sales tax on purchase of aircraft (Three years running) by going through a Delaware LLC. Corp, Cheap and about 15 minuets on line to do it. Not sure how this (Aircraft legally registered in Del.) would work with maintenance issues, but will find out as my AP has been collecting on maint. locally and I have been paying. As a side note, good luck on getting any refund $$ from the Jeppesen bandito's.

If only we hadn't lost Steve Jobs. RIP

Amen to that !