DCarlton

Just had another thought. At CRQ, there are always planes waiting for take off and they sequence them fast. I would guess... and I'm only guessing... that the aircraft waiting behind you to take off is already on a roll before you are up to 800 feet MSL. So how would you factor that into your decision making? If you were at pattern altitude, you might have a little time to deal with opposing traffic. I'm going to keep your invitation in mind; thanks. The CFI that I fly with from time to time has been busy with life the last few months.

We’ve got a boat stored in that facility between the Lowe’s and the Havasu RV Resort just off the end of the runway. Interestingly I can’t recall ever taking off in that direction.

Exactly. And I think particularly so with poor initial climb performance. Perhaps there’s way to train for it and sharpen your reaction time.

HII has a really long runway. You could take off and land. Taking off in the direction of town though. Any certainty that there were mechanical problems and it wasn't DA related? It's getting hot out there. Must have been well over a 100. If you're not used to or prepared for the lack of performance it can surprise you.

Airspeed safety switch. Originally a Dukes. I'm now on my second VEP ($$$). The Dukes was bypassed hardwired when I bought the plane decades ago; discovered during a gear swing. We serviced the first VEP once and kept it going a couple of more years. It's been a few years since the most recent VEP was installed.

My F doesn't have a pushbutton or bypass switch (no original push button). When I bought the airplane, we discovered the safety switch was hardwired bypassed. I may need to check the schematics but I don't think the '67s had a bypass switch. I might be nice to have one.

Another thread tangent. Have you ever heard of anyone installing an airspeed safety switch bypass on an older Mooney? I’m on my third switch. Don’t have much confidence in their longevity. Mine have always failed in the position that allows the gear to come up.

I'd be curious to know what the bottom of the market looks like for a quick sell once you've gotten offers. Please let us know.

I can't begin to relate to someone with 29000 hours (wow) but part of me would be relieved to sell, move on and focus on other areas of my life (with health being a top priority). I'm sure whatever decision you make, if you commit to it like your flying, will be fine. My sister in law just had bypass surgery and she's made it through PT. She's good to go.

I gave you a smart ass but yet very serious answer earlier in this thread. Over the past 20+ years of Mooney ownership, I've concluded a few things: - Ownership is exceedingly difficult and expensive if you can't help yourself to some level. You have to get to know your airplane and you have to be able to spot issues, particularly issues that occur after major maintenance. Maintenance induced failures are real. IMO, owner assisted maintenance is essential. - When I purchased my airplane, I spent an additional 30% of the purchase price on upgrades a few months later just to be somewhat satisfied with the flight experience. And... I had a pre-buy with a local mechanic. - If you don't have a local mechanic that can do what he says he's going to do when he says he's going to do it (within reason), ownership is exceedingly frustrating. Even annual inspections can take a month instead of a week; and you'll have a few that take many months (4-6) when it comes to major issues (paint, engine overhauls, avionics upgrades, etc). - My suggestion is to find a mechanic at your local airport that's willing to support you long term and help you make these decisions. Ask if you can help or at least observe maintenance and learn about your airplane. Make sure he's willing to work on a Mooney. If he doesn't want you on the shop floor (within reason), that's a problem in my opinion. - I'm getting older and crawling around on the floor cleaning and removing inspection panels is getting harder. When I can no longer assist with maintenance or when a shop that can perform maintenance in a timely manner is no longer available at my home airport, I'm done flying. You've got a lot of advice about the different aspects of ownership. I suggest you focus on maintenance next. Find a local mechanic before the purchase that can help you make these decisions and is willing to support you long term.

Yes.

Was very cool to see new ones being built but I can't imagine many orders per year. Why the heck would a German company buy it? I can't imagine there being much intellectual proper to tap either. But... the one in the video is beautiful.

Yep, and when I replaced mine, it was cheaper to go with another 3 blade McCauley than get the two blade Hartzell. And maybe I have a little better climb performance.

Curious. Are the composite props supposed to have less vibration? Do they have a different spinner mounting system that’s less susceptible to cracking? In my case, the plastic forward bulkhead which serves to stabilize the spinner was missing. I suspect that caused the backplate to crack at a screw due to excessive vibration. if that was the cause, there’s not a lot of margin in the design.

Yes one of the older threads is mine. Same thing happened to me a couple of years ago except mine was a three blade McCauley. Took a month to get a new backplate made by McCauley. Your cowl damage is worse than mine. Mine was repairable. Good luck finding parts. Yes I too will forever be on the edge of my seat waiting for a change in engine pitch, or the smell of shredded fiberglass, or shiny parts to suddenly fly off my airplane.