skykrawler

Don't think that's the place that gets dinged from over steering. Looks to possibly be a corrosion induced. Pitting from corrosion, particularly near a weld like that, can be a point of weakness. Its been 'open' for a while - no telling how how much corrosion is on the inside of the tube. $2500 is cheap for a new part. I wonder what a bent nose strut for a C182 costs these days.

H&H Propeller with TRIAD at Burlington, NC can do it.

They won't have the factory look, but these will do the job.

Yearly I used MEK overnight until I ordered a bottle of Hoppes. I had lightly scratched cylinder #s on one of the flats and to help determine the correct position of the orifice. Left them soak in the Hoppes overnight.....and the cylinder #s were gone. So I won't do that again. Also, I used a Q-tip on the inside of the barrel and discovered a fair amount of crud even after having soaked them. I agree that hours in service is better than annually.

That was the gas price I was thinking about. I do have a waste oil heater, hot water and a shower

Clearly that flight didn't start with 160 horsepower. All I know is a C172M at sea level will only climb at 300 or 400 fpm with one mag inop (switch not returned to both) and that's not at max GW.

The hangar is the largest expense for my airplane. Nothing comes close. It's more than 100 hours of fuel at todays fuel prices. Inelastic demand - fuel and hangars.

With things like that, patience is a virtue. You got sound advice to replace that thing. The safety wire is on that 'harp' for a reason. And I would make a couple of close patterns for that check-flight once it's back together. Face the reality that the fuel system is a critical system, everything should be top notch.

Some of the shortest landings I have seen are performed under power on the back side of the power curve. This also results in a nice nose high attitude.

That’s nice. Just hung a overhaul on mine with new Lycoming cylinders. Running great. You’ll love it.

Looking at the bulletin pictures, that condition is precisely the sort of thing that should be detected as un-airworthy during an annual inspection. From the standpoint of replacement, as installed these weights seem to be installed with large rivets. On other models bolts are used. So is it 'acceptable' for the replacement to be retained with bolts? This sort of thing often results in different opinions among A&P and IAs.

I wouldn't be so proud of that landing. Below the glidepath and way to much float. Sorry.

So did that clear up the problem? Looking at it, not sure that would cause a problem. Aviation spark plugs have enclosed connections to reduce static on the radios.

M20-202, as Shadrach says. The collar on my J is upside down (from previous work somebody did) so its a little twitchy. But I've gotten used to it. Having a few take-off and landings in a Merlin and a B350 I don't think my M20 is any more twitchy - they just have more inertia. It's more like a lean on the pedal than a push.

Looking at the damaged bulkhead it would seem the crack had been there a while. Spinners are a #1 preflight item for me.

One can spend many hours watching videos and reading material - much more than you will get from a 1 or 2 hour flight with an instructor. There is a tendency to think having an instructor will save your bacon after things go sideways. Mostly they keep you from getting in a bad place to start with. The single most important thing to experience at high altitude airports is the reduced of performance at high density altitude. Even with a turbo it takes longer for the machine to accelerate because the prop is not as efficient. Climb to 7500, slow to stall in a clean configuration. Observe your true airspeed. Apply climb power and try to climb at 500fpm in a simulated takeoff. You will get the picture.

I think there is a 100 hour inspection interval on the D3000 - mainly for the points and lubricant. The lube is very expensive and I wonder if it really has 'special qualities.' The capacitors often are not returned during a inspection because the harness must be removed and sent as well.

Recognizing this is an old thread..... The annual checklist https://themooneyflyer.com/pdf/Mooney100HourAnnualGuide.pdf has a post maintenance operational check section at the end. Of course it also depends on what was done to you airplane. I've ferried airplanes after painting and always look over the flight controls very carefully. Engine replacement demands a look at fuel and oil lines, control connections and proper operation, tightness of magnetos as a start.

This is fundamental knowledge every Mooney owner must have.

Sounds like the Lamar would not fit without mods.

I tend to see lot of remarks on Sky-tec light weight starters. Is there any feedback on the Lamar lightweight starter? I'm out for overhaul and might switch to a light weight.

Of course you've removed and cut the oil filter by now. You could remove the sump and see if there is more debris.

The insulation on the windings might be breaking down or something worn loose internally causing the short.

Maximum range airspeed is slower that what Mooney owners want to fly.

There is a post in the above thread with a picture and part numbers.