DAVIDWH

Mike Busch (Av-Web) discusses at length, what he calls, "infant mortality" rate after overhaul. Amost all engine faiures after overhaul happen within the first 400 hours with a preponderance of these engine failures within the first 100 hours. Your father is flying that engine at a very precarious time in the engines life. So glad all is well, please keep us posted.

Sure, Aircraft Spruce, model # 10-357200-1 Two keys with switch plate and starter position, not push to start. $371.00 (I know)

Newly purchased Mooney arrived with only one ignition key. No problem, I will go to Home Depot and have a couple made. (Talk about naiviety) Was told, unable to cut this particular key and would need to go to Harry's Ace hardware. At Hardware store was told that this was a special key and would need to go to a locksmith. Was told that "only a locksmith could make this special Medco key." Went to locksmith with key request and was told by secretary that the locksmith could not cut this key because he had no Medco blanks that were a match. No problem??, I will go to the Medco website and select the proper blanks for him. After holding the key against the screen and matching the key blank as close as possible, I placed the order. A few days later the key blanks arrived and I dutifully took them to the locksmith. He looked at the blanks and said that although they were close, they were not the same. Then I was queried as to what this Medco key fit. After a brief conversation, I was told that this key was proprietary and that they could only be purchased from Mooney aircraft. (This is getting pretty deep here) Talked with a Mooney dealer who gave me some sage advice. He said the factory is staffed by about eight people that communicate by e-mail and if they answer at all, it is very slow. He held out little hope of bringing the Medco key drama to a successful conclusion. So, his suggestion was to buy a Bendix ignition, have it installed and I could have keys made anywhere. Ordered from Aircraft Spruce, new ignition installed and now keys are bontiful. As George Forman answered the reporter when she asked about his aberrant youth: "If you don't know, you don't know".

Believe go arounds with full uptrim was covered very well in another post. It was pointed out that full power with landing uptrim can go South on you very quickly. What I learned from reading this post was these a not carrier take offs and no need for full power quickly. Just adjust throttle for a pos climb attitude while all the while trimming down. The author recc. patience and I think that was good advice.

Airmark just quoted me an additional $3,800 to convert to IO-550N from IO550G. Titan cylinders, add $3000 Factory new cylinders, add 4000. In for a penny, in for a pound.

The tail design is an Al Mooney Steve Jobs thing. ie. We didn't know we needed it until Al manufactured it. But to quote Al, " The Mooney is the only aircraft in general aviation today whereby a wing can be lifted with a rudder". Can't get much better than that.

Hmmn: looks like an expensive STC mod. to me. How much are you asking for it? I understand lots of FAA paperwork involved.

Present cost of STC from Midwest is $6,750 Govenor, about $750 3 blade Hartzell $12,275 plus Tach and fuel Looks like $20,000 and change

Offers single push button for density altitude digital display read out. Doesn't stop those long takeoff and landing rolls, (On hot days, high altitudes and over gross) but at least you know they're in front of you.

Whoo ahh!!!

Doug, Sorry, no serial #'s available as aircraft recently sold. However symptoms much the same in the air as well as taxi. They make a great regulator, but as with everything, tolerances will change over time. Hate to be just a parts changer, but if it is not regulating properly, it is a relatively cheap fix.

New to the M-20R: On the 172, just kill power abeam the #'s and wheel it on down. On the Viking, 16" on downwind and forget about MP until crossing the #'s. On the M-20R I find that I am a throttle fiddler and twiddler between 15" on downwind to 14" on base to 13" on final et. I realize these are just guideposts, but is there a, SEMI ALMOST, set it and forget it manifold pressure for landing the Ovation? Looking for a little experience here. Thanks

Not sure the "juice is worth the squeezing" here. After a few decades the cables can fail also. You might consider spending some of that gas money saved and just replace the entire cable. Just had my defective throttle cable replaced, not a big deal.

In Imho, Mooneyspace is like comparing a Jr. high football game with the NFL, if you have ever done any reading on the "Bellanca Pilots Website". "Oh Boy" That being said, personal attacks have no place on either site.

If still available, please e-mail me @ davidwh@aol.com Thanks, Dave Henthorn

After reading the above, I believe it would be prudent to stop texting while in the pattern. Distractions are everywhere and sometimes GUMP on final isn't enough. Thanks again for sharing, could happen to anyone.

In my case it was the Zeftronic.

Compression is-----?? Boroscope shows--??

Any one have any experience with this one? Not sure if this came from the poh or a blog, but I remember reading that "no flap take offs in long body Moonies increase the propensity for dragging the tail. Is this possible?

Hmmn: Perhaps the vernier throttle has some redeeming qualities after all.

Not sure if you have the com freq. change button located on control wheel or not, but is a handy option for me. (Lazy, lazy) Nice job.

I keep mine securely bolted to a massive steel beam in hangar.

GDL 39 works well, but in Garmin fashion, not compatible with foreflight where I keep my charts. Being tied to cables, also frustrating for me. Gave to my brother who used it twice and then sold it on e-bay. Stratus users now. Just a personal choice, some men prefer "High maintenance women".

Just returned from Chong Ching, I am pretty sure it is Mandarin.

Any time I need to use brakes. Prevents those expensive goodyears from skidding and developing flat spots, Otherwise upon exiting runway.