DAVIDWH

Hmmn: Sort of reminds me of my check ride with idiot FAA examiner that requested a single engine go around. Possible only with full power on good engine, steep descent and a perfectly timed bounce upward from the asphalt then maneuvering around several trees at end of runway. Today such a maneuver is strictly forbidden after the FAA begin to lose examiners as well as future twin engine pilots. My POH for the Ovation states that go arounds should not be attempted in high performance aircraft, too much to reconfigure for a low time pilot. At first reading, my thoughts were this cannot be correct. However "Upon further review" ie. above incident that could have been a dual fatality, I now reconsider.

REGARDING HIGH OIL TEMP: Make sure temp gauge is reading correctly. Prob. not your issue due to hot cowling. Check baffeling. (Happens) Make sure cowl flaps are not mis-rigged. (Happens) Check for birds nest or other debri behind oil cooler. (Happens) Check for hot gas ring blow by, thereby heating up the crankcase oil. (Compression check on each cylinder) (Uh-oh) Check to make sure Vernatherm is opening correctly to allow oil to circulate through oil cooler. (Your probable cause) (Microwave, hot water and micrometer to measure movement of vernatherm.) Make sure vernatherm has been ADJUSTED and is seating CORRECTLY.. Easy to eyeball vernatherm seat with mirror and flashlight. (Always check seating) Check for varnish and sludge deposits in the cooler which will cut down on heat transfer. (Seen em full of sludge before) And always remember ancient Chinese proverb: "Oil temp. rise, oil pressure fall, Mooney land in field." I would not push throttle forward again until issue resolved. Good luck.

Might suggest calling Garmin customer service. Once you reach a live body, they usually are able to, quite rapidly, work through or around most glitches.

You are correct, those panels in 1927 were high tech. To be fair, I think he would have used an AOA indicator if it were available. Taking off with 450 gallons of fuel, they didn't call him "Lucky Lindy" for nothing.

Trim for hands off on downwind, trim for hands off on base, trim for hands off on final. Flare low, never high and trim nose up, wait.........trim nose up................wait................trim nose up...............wait When mains touch, keep nose wheel off as long as possible. Sleep well. If landing a long body with heavy weight, a little vernier throttle goes a long way in helping control the forward CG goblins, otherwise power pulled when in ground effect.

Correct me if I am wrong, but didn't Lindberg fly from San Diego to St. Louis then on to New York and Paris with only a time piece and an Earth Inductor Compass?

Hank, Down time? Approx. cost per side?

Ran into same issue with an IO520. Was ready to pull cylinder when IA suggested we try "faking it first". Not being up to date on that particular term I told him "sounds good to me." He immediately procured a brass hammer and begin to tap the valve stem. Carbon came off, compression came up and cylinder is fine. Just a thought.

On the firewall there are two cable connectors that supply input the gauges. Recc disconnect and clean. Mooney service centers see this problem a lot. My issue with oil temp gauge was solved after installation of a new sending unit, cable connectors were ok. The above comment of "Time for a JPI" is advise well taken. I have both a JPI and a Shaden and both are right on accurate.