MikeOH

My thoughts are that Vx is nearly a constant speed that does not depend on temp, or altitude. Kind of like best glide speed. So, as you climb Vy decreases but Vx stays about the same and they converge at the aircraft's absolute ceiling. Vx, I think, represents the angle-of-attack where the wing is most efficient while under power. My $0.02

My mistake, I thought I was in an AVIATION forum, not a GRAMMAR one!

I'm a fan of the pink Aero Cosmetics (wash wax all) windscreen cleaner: https://www.aircraftspruce.com/catalog/cspages/aeroplexall.php?clickkey=430284

Very good to hear that! Everyone is going to be a LOT happier.

Class act response, right there

Hmm, Why do you insist he publish his pricing here? Why so reluctant to pick up the phone? Maybe you're not his kind of customer

Just to continue this wacky thread’s creep: Keep in mind that vegans love meat… it’s the plants they kill and eat!

As far as FBOs moving my plane...when I land I always ask where they want me to park where they will NOT need to move it. Has worked well, so far.

That is my understanding, as well. I think the confusion is over 'enforcement action' vs. punishment. Even with a filed NASA form they can still 'come after you' but the penalty will be waived.

I had Pacific Oil Cooler overhaul mine in February of 2019 for $320. Only took a few days (they are located near my home field, KPOC, so I drove the cooler there and back to my mechanic. So, no shipping)

Well, without troubleshooting, randomly replacing a part is unlikely to fix the supply. Maybe it's a diode, but without more info it's hard to know for certain, and if it is, there are a million different types. That is, the underlying reason for a part to fail catastrophically is commonly NOT the part itself but something else that cascaded into the visibly 'blown' component. JMHO as a EE.

Beat to it, again! Just don't type as fast as I used to!

Yep. Axial leaded, PCB mounted, fuses were common; frankly, I've seen modern PCBs with SMD fuses, as well. As you say, the kind of fuse that's never suppose to blow! The odd thing is that the terminations look a bit different than what I've typically seen, so I'm not 100% certain it is a fuse. Maybe the OP can see the link open, but from the fuzzy photo, I agree with you: doesn't look blown. Sounds like the OP is going replace the supply. I suspect there's more wrong than the fuse if it's blown, anyway!

Close! Pay the money and you will FLY your plane. 2 hours round-trip and you will find yourself flying less and less as the months go by. My hangar is 15 minutes from work and 15 minutes from home. After work, if the mood strikes me, I'll go for a short flight. That just would not happen if I was looking at a 2 hour round-trip drive.

Unclear to me it is blown (I can still see what looks like the fusible link...intact). Have you checked with an ohmmeter?

While obviously good advice read many times here, and elsewhere, what's never pragmatically explained is just how you find a good one! (Surgeon or A&P). Especially for a new pilot and first time buyer. And, to @M20Doc's point, it's way more important to have someone that knows the make to inspect; PPI or annual. Of course, how to find 'that guy' is also typically never explained! My advice is buy a plane that has been flown consistently for the last several years. IMHO, I think that's the best way to reduce purchase risk.

As a career EE that has actually designed switched HV circuits I'm not going to arrogantly claim it's "rocket science" but it is ANYTHING but a "very simple thing". There is a good reason that auto ignition systems are pretty much bullet proof; there was a HUGE amount of R&D behind that reliability that I am NOT seeing in these 'experimental' turned 'certified' aircraft ignition systems. As @EricJ astutely pointed out, the VERY well developed and proven VERY reliable existing magnetos would look pretty damn attractive for aviation application (stationary engine operation) if we'd been living with complicated electronics before! Sometimes new stuff is a solution looking for a problem that really doesn't exist! IMHO

@carusoam Compressions run 75 to 79/80 No bubbles or foam. No exhaust smell in the oil. Oil does get dark. How quick is too quick? And, if it's 'too quick' is that really the reason the oil temp is 40 degrees above normal?? I would think I'd have the foam and smell by the time it was that bad. And, would my compressions be that high if blowby is my issue? Appreciate your questions, none the less

@N201MKTurbo I guess that makes sense. The contradiction is that I thought the check was to put the vernatherm in hot water and measure how much it expands. I didn't think it was all that much, hence my concern over the seat material being removed.

@Ragsf15e No panel behind the cooler. And, I checked the Mooney IPC and it's NOT required for my serial number F. Other models/SNs have it. Hmm, you might be onto something with the cylinder. I'm not sure but there is a color on #2 (the one that runs hot) that is different than the other three. I can't remember if it is green and the other 3 are blue, or the other way around! Sounds like I have a few things to look at when I go out to the hangar!

@N201MKTurbo True. But, should I try again after my A&P just did this? Also, I would think any resurfacing would remove material increasing the distance the vernatherm plunger needs to travel to form a proper seal. There must be some limit as to how much can be removed before that's an issue. Since I don't know the history I'm not sure if the seat has previously been resurfaced...perhaps multiple times?

@Chessieretriever My oil consumption is around 1 qt/8-10 hours, so I don't think it's blowby. But, I never thought about measuring crankcase pressure. Thank you for the suggestion!

When summer is full on, it runs as high as 230! According to the Savvy cohort data (22,000 flights of 413 M20F/Js) my oil temp is higher than 99%!!!

@carusoam Good idea on the GoPro and tell-tales! I was trying to figure out how to determine airflow direction.

@Ragsf15e I was at 6500