DAVIDWH

Hmnn, Just completed my ez-go golf cart, tow bar conundrum. The bar is a Th-5 from Aircraft Spruce, fast delivery, no state taxes . Comes as a ring, clevis or ball. $70.oo worth of welding for the cart hitch. On the cart hitch found an adjustable height hitch at Lowe's. This permits the tow bar to be horizontal, not canted, as you would have with just the plain ball. If still inclined to mfg., the photos on line of the TH-5 would be helpful and a complete spec sheet could prob. be obtained from Spruce. Just my experience. Best

$$$, all relative... Not as bad as comparing a M20J with the neurosurgeons Acclaim. Or as the great philosopher once said: "Tires, batteries and women, you get what you pay for."

Are you leaning as you power up on the runway or is this done during the run-up? Now if I could just find me a cap with my N numbers on it....

Perhaps your friend is flying the ovation too high. It is a burner at low altitudes. For the higher air he would need to spend some extra $$$ and purchase the Acclaim. Anyway, he is already faster than a lot of twins.

"I really don't understand all the hoop-la about flying instruction, to go up you pull back, to go down, you pull back more." "What could be easier than that?" John Jackson RIP

A little off topic perhaps, but am curious as to how your instructor is teaching turns in the pattern. One of my previous instructors only permitted std. rate turns ( And keep it coming down) and this is my modus op. today. However, had another instructor say to forget about instrument turns in the pattern and just keep looking. I felt both gave me good advise. First instructor preventing the stall, upside down suicide turn to final, while the second CFI is trying to prevent a collision. Anyone know how it is taught in the military? They seem to do things right. Just curious....

Pretty sure this term relates back to ex president Jimmy Carter's peanut farm. After he became president he started peanuting everything. The term just filtered down to gen. aviation aircraft. Understand it was rejected by the big iron boys and thus many of their federal subsidies were lost. Sometimes, you just have to play the game.

Looks freo, sure would work well. For June, July and August I use the larger ice unit, then it becomes a hanger queen in the fall winter and spring months. Larger ice unit works well. Smaller unit, save your money. Not sure about the comfort factor hauling ice, but other than that, as John Candy once said in the movie, "Jamaican Bobsled Team," " We got Cool Runnins man ". Or maybe, it was a team member with that quote, not really sure. Best, DH

Congratulations! I have one of the first M20R's, 190 knots at 75% power, just like the book says. I am aware of increased prop rpm's and thus increased HP and a faster climb rate for the 03. Curious as to what the book says for cruise. You will enjoy the increased longitudinal stability on takeoffs and landings and in my experience crosswind landings are no longer a concerning factor. (Previous plane was a Bellanca Super Vike, you never knew which side of the runway it would try to exit, you just knew it was going to be a rock and roll rudder dance) Congratulations again and best. DH

My previous flight instructor said he would never instruct with a camera in the cockpit. When I asked why, I got a two word answer. "That's evidence". Untentionally, we may inadvertently be making the FAA's work a bit easier.

Was this the same CFI that crashed with student onboard from a runway excursion at downtown Wheeler in KC about a year ago, or was it the CFI time builder that told me to always drop flaps in a Mooney before gear? Ovation flap speed 120, gear speed 140?? I could go on, but you get the idea. It's just the Ford Chevy thing. No winner. You did the right thing by walking away.

I have the Ovation with 0 SMOH, G750 and ADSB in, out and everywhere else. Great performance. Stable as a rock and faster than my twin. That being said, I do understand the peer pressure to upgrade to the big one equipped with TV screens.

There was a previous video on this Mooney Space interviewing a Mooney factory test pilot. He commented that he had spun with forward cg, spun with aft cg, spun with rt. tank empty and left tank full and also with left tank empty and rt. tank full. Then came his prophetic quote: "You know when you do these spins you have to go by yourself, cause no one will go with you". Can't imagine why??

Looks like you are beyond the classic duct tape repair. Might try to seal with Bondo and re-rivet.. If no joy, I would start harassing Wentworth AC salvage. Guess pre-flights are useful after all!! Best

Doesn't ForeFlight have big red TFR dots located on the map page of your flight route? That said, the political bureaucratic bullys are getting worse every year. I assume he was led away in cuffs and leg chains with assault rifles at the ready.

You might want to recheck your asking price. Mooney AC in Kerrville wants several hundred thousand for a very similar aircraft.

Similar situation with IO550. Mechanic pulled plugs and rotated prop. I was instructed to listen carefully as the mags went click click, click click, click click. Mechanic asked if I could hear mags. I said yes I could hear each click and they sounded fine to me. He explained, to my naiveity, that mags are not supposed to go click, click, you should only hear one click if they are firing correctly. Mags timed from two clicks to one click and engine performed as normal. Not sure timing is your problem, but easy to check.

And the name of the engine shop responsible for this " infant mortality" is........................???? My rebuilt engine arrives in two weeks. Wasn't too concerned until I read your post. Whew, great job!!

Never been through that experience, but as my friend would say when dealing with FAA, "The juice is not worth the squeezing ". From a purely personal , and time wise stand point, I would keep looking South of the border. Found my Ovation in Cleveland on Thursday and flew her home to New Orleans on Friday. Case closed.

Autopilots Central, Tulsa

My 550 G ran 2400 flawless hours before compression on #4 cylinder dropped to 10/80. If I were you I would buy it and drive it with an oil analysis and filter cut on every change. Great plane, great engine. Oh yes, on that annual, make sure inspection plates are pulled and fuel tanks are checked for leaks. I found out about Mooney fuel leaks the hard way.

If she floats and trees are getting closer, flap retraction will settle her on down to the runway, or if speed brake equipped, about the same effect. Thanks for the heads up on the emergency gear latch. It is high on my check list, but I wasn't sure of the repercussions. I thought it might be a boon-doggle on landing. Can't say enough about Don Kay's video or his new panel.

In the US we just keep the throttle and prop full forward and make all the noise we can. ( Better engine cooling) To hell with the regulatory greenies!!

Can't see anything left to do except to order a card compass from Spruce. Congratulations!! Unbelievable panel!

This is sort of how it works: The body wakes up in the morning and looks at the menu: First choice is sugar, always eats sugar first. (No wt. loss today) Hmmn, body wakes up and no sugar today, no problem the body will eat carbohydrates if no sugar available. (Again, no wt. loss today) Once more, a hungry body with no sugar or carbohydrates to burn. What to do? At long last and #3 on the menu, the body void of sugar and carbohydrates begins to burn fat. Congratulations, you will lose belly fat today. Finally #4 on the menu after sugar, carbs and fat is protein. Ie, total starvation and rapid muscle mass loss. Please stop after the third menu selection, or for those who just want rapid results, suggest placing a solid plaster cast over right elbow.