BDPetersen

I hope my AK-950 gps switching unit, circa 2003, reflects a better time for the company.

I have one as removed from a 310. Would gladly sell. Not sure of size. (They do come in sizes, don't they?)

This would be the place to insert a copy of the Mooney ad from the 60's featuring the Mark 21, prop stopped, in formation with a glider. But the usual example of the ad is not showing on eBay today.

My experience running LOP IO-470's is that a weak spark plug will manifest itself when LOP. I don't get to enjoy that realm with my O-360.

I'll buy boot if you tell me the procedure.

Carusoam's concern is a good one. The theory is that debris from internal pump failure is drawn in by the slight suction created by the spinning down gyros. The question is what happens when a standby system is added to the mix. Concern for the health of the gyros should be a factor.

I hope you get a chance to fall in love with your Mooney as I have with mine. I've been around airplanes for all of my 70 years, owned a number of them, flown Cubs to 747's. Nothing made me smile as much as my last flight (which was late last night) in the '66 C I've had for the last 4 months. It's perfect. Enjoy!

I suppose "Look Who's Laughing" with Fibber McGee and Molly, Edgar Bergen and Charlie McCarthy doesn't belong in this discussion. Lots of Bergen and McCarthy flying a Fairchild 24. First movie I recall seeing. Scored a copy on eBay. Sigh.

Wings (formerly Northwest Airlines credit union) is pretty savvy about aircraft loans. Have had several.

I wonder if the larger plastic-like Ram mounts offer some inspiration.

Yes, I was toungue-in-cheek with souped-up comment. Realize oversize is not optimum, but it's what it came with and it is still running strong.

When asked what the funny yellow paint on my cylinders meant, we quickly determined it meant .020 oversize. I guess it must be souped up!!

Yes, quadrant is apparently derived from the segment of a circle. Been a part of aircraft cockpit control nomenclature forever. (Although I have tended to refer to them as "lawn mower" throttles when they began replacing push-pull controls.)

I suppose knowing it was a nose gear issue might have inspired an engine shut down after landing during rollout. I had a similar nose gear failure due to broken linkage on the C310. Managed to feather both engines after touchdown and even though both props (3blade) stopped in inverted Y position, only one blade on each was scrapped. But in your case saving the prop wasn't an option, and you were destined for a TDI anyway. So, good work.

I once found red puddles under both McCauleys on my C310. Low time props, winter time. How could I be so lucky. Reseal was not all that inexpensive, either.

Did the IO-360 engines have alternate air source? That is the only system I can think of not involving a heat muff. The old C.A.R. certification requirement for "sea level engines with conventional venturi carburetors" was for an induction heat system capable of a 90F temp rise unless there were design features which contributed to raising intake temps. Then 60F was the requirement. Perhaps the Lycoming method of mounting the carb proximate to the oil sump qualified for that. In and of itself, the MA4-5 carb is a wonderful ice machine. Hang it under a Franklin or big Continental to prove that. On the Lycoming, not so much.

I suggest referring to Don Maxwell's website for a discussion of the carb heat system on the B, C, & G as it applies to the source of the heat.

The intent was to offer one technique used to manage carb temp in icing conditions. It seems it may not be that applicable to Mooney/Lycoming world. If we are confident we are not threatened by ice, then a temp gauge is a waste of time. If, on the other hand, ice is a concern and merits a carb temp indicator, then go for the heat and a temp that will provide a margin. In the -3 we could set 40C. I agree that ice is rare in a Lycoming.

Was 40C which is, what, 104F. Maybe Lyc carb heat doesn't have that capacity. Haven't had the chance to use a carb heat temp in one. I would think a good margin above freezing would be appropriate to deal with the temp drop in the carb venturi.

The drill in the DC-3, Wright engines, was to set 40C when using carb heat. I know that sounds like a different world, but I find a lot of the temps on the round engines correlate to the stuff we fly now. Get a good temp margin above freezing.

The fixed gear, fixed prop M20D Master was an ok primary trainer in its day. I did a fair amount of it. Adding gear operation and prop management would not overload an able student.

Gave a few hundred hours of dual in one in 1964-65. Even then you might get a call from the tower to remind you your gear was down. Down and welded was the reply.

But I think a nice piece of electrical conduit may just do the trick. (OK, that was a joke.)

To be clear, at no time did I propose or consider an owner produced part. Not sure what prompted that aspect of this discussion. My only curiosity was in the difference in the two iterations of factory produced parts, aluminum then steel.

I guess my curiosity was to see if anyone knew if the tubes evolved from aluminum to steel or vice versa and why. Maybe a better question would be is there a way to contact Mooney for guidance. I haven't run across a factory support number yet, but I probably am not searching correctly.