T. Peterson

I do wonder why the government has subsidized aviation for 100 years. If there is no value to the country or the economy I certainly don’t think it fair for the taxpayer to be saddled with taxes to allow a few airplane enthusiasts to pursue their favorite hobby at the expense of the less fortunate. If that is indeed the case then let the federal/state funding cease. Let the General Aviation airports that can’t sustain themselves close. Let the excess airplanes be turned into soup cans, and all the mechanics and parts suppliers move onto something else. Garmin, Avidyne et al can concentrate on Airliners. No need to certify satellite based approaches at hundreds of airports. But, if perchance, the benefit to everyone is worth the subsidy, then the subsidization argument as it relates to the fuel mandate is invalid. I am not arguing that GA is worth the cost to the taxpayer. I truly don’t know, but if not, then all the subsidies should stop and this fuel debacle will be a moot point. If GA is worthy of the subsidies then the fuel debate continues based on many different factors, but the subsidization of aviation for 100 years is not one of them.

Stephenville sounds good. Hard 8 barbecue!

I admire your attitude and spirit! I wish you the best and look forward to updates!

It could be from many different places. My leaking is worse than yours and I have had at least four different shops try to find it, including an MSC. I have had all the pushrod seals replaced twice, a complete hose kit installed and the thru-bolt seal replaced. The hose kit did make a difference but not near enough. Hundreds of dollars later I just decided to replace the engine. Don’t panic, you don’t have to replace your engine. My engine was old and sat idle for six years, sort of like the current owner .

Absolutely! I certainly did not plan on replacing my engine within 3 years of purchase but life happens. Many on here warn of engines that have sat for an inordinate amount of time. Mine spent 6 years in a New Mexico hangar. I thought the drier climate would mitigate the issue of idleness but I guess it did not. In all fairness the engine is a 1991 install, so I probably should be grateful I got 3 years out of it. My engine is very airworthy, but I am sick to death of a chronic oil leak that I have chased with a lot of money to no avail. So hopefully I will get an engine delivered in February or March.

I apologize. I should have realized he was talking of a completely different engine. Forgive me for muddying the waters.

If you post a date and time I will make the attempt.

Hello, I have a 1979 231K. I ordered a overhauled engine from Western Skyways. The engine itself is 55000.00. Approximately 6000.00 for installation plus whatever the prop and governor turn out to be. I would be delighted if the whole job came in at 70000.00, but 75 or 80 is probably more realistic.

He did not stall the airplane. I have nothing to offer except KUDOS.

As a matter of technique one would never deploy the Speed brakes at TOD till landing. At least that is my opinion. In 20 series Lear jets and MD 80’s it was considered poor planning to use the boards. ATC slam dunks were the exception. In the Airbus 320 speed brake use was more common due to the slick wing and lower flap speeds, but even then they were only used sparingly. The Mooney is similar in that our great airplanes don’t want to come down and slow down due to the slickness of the airframe. Furthermore we keep our power in to avoid shock cooling. Therefore to attain a 3 or 4 to 1 descent ratio we most likely will have to cycle the speed brakes a bit to keep our desired descent profile depending on tailwind, headwind or turbulence. Of course you could mitigate speed brakes altogether by leaving altitude very early, but I don’t like long drawn out descents, but that’s just me. We are talking technique and everyone has their own preferences. This is just mine. You will sort out your own preferences also, but I would advise against a technique that requires speed brakes to be used constantly in the descent.

Well, I hope you learned your lesson! Flying commercial when you own a Mooney! Just plain sacrilege!

Of course it’s not God’s gift!! Obviously it’s a tool of Satan! Demonic to the core.

That’s hilarious!…..and oh so true!

I think the answer to the question in the title of the post, “Why do people freak out about adsb and midair collisions?”, has a an easy answer. We on Mooneyspace just love to argue!!

This is just my philosophy and if you disagree I will not be the tiniest bit offended. I very much like the adsb traffic depiction technology. Today while climbing out of KAIZ heading southwest, the glare was terrible. I did not punt to the technology, as has been pointed out ad nauseum, the technology has limitations. But I do have a lovely bride sitting next to me that is very useful locating the little arrows on the iPad while I diligently continue my outside scan. This works well for me. She warns me of something and then I can scan in the appropriate direction. This has helped numerous times. At least 2 or 3 times just today. Frankly fellows, it’s just silly to pick one side or the other and then attack your fellow Mooney Spacer. The technology is a help, not a silver bullet, but it is a big help. Outside scanning is vital but it is not the enemy of adsb, and adsb is not the enemy of scanning.

The adjustment mechanism is so stiff that the whole housing is turning. Until you get it lubed, try holding the outer part with one hand and turning the adjustment with the other. At least that’s what I do in my K model when the adjustment is sticky. Maybe an Ovation is different???

Amen!! Thanks again.

Hello @hubcap! I flew my plane home from annual today. Your 2400 rpm setting (which I never used before, always opting for 2450 and higher) seemed to be the magic sauce! I was at 9000 feet and I set 2400 rpm, 28 inches mp and rolled back the mixture to 11.6 gallons an hour. All cylinders were well below 380 degrees and TIT was 1578. I was delighted to see 161 kts true, with a stronger oil pressure and temperature. I normally have to burn 12.5 or higher to achieve 161 kts, and my oil pressure straddles the yellow/green dividing line. Today solidly in the green. My wife and I are flying to Lake of the Ozarks from our home in Ennis, Texas tomorrow. I will have 400 miles to experiment further. Thank you so much for the heads up on the 2400 rpm tip! Maybe that is exactly why Continental recommends no more than 2400 max continuous??? Sure wish that made it into the POH.

Nice immediate action! Grateful she didn’t stall on you. Well done.

I just stumbled across this thread, but I have thoroughly enjoyed reading! It’s a great story! Thank you @Echo for posting your wonderful ownership experience.

@1980Mooney certainly assessed correctly, but there are several other posts that were very valuable and reflected serious thinking by the poster. I am not suggesting that you are being dismissive of the others, but I want them all to know that I am very appreciative.

Airplane is in annual right now, but my first trip I will try your numbers and let you know. Keep in mind my engine is tired and I don’t have the aftercooler.

Thank you for that! I’m going to try the cruise setting you describe.

You are quite right, but at the altitudes I fly, I don’t think the 10,000 AMU investment which would push the whole project to 80,000 is worth it. I have instructed the builder to install GAMI injectors as I believe that for the money their benefits would be more advantageous at my favorite altitudes of 11 and 12000 feet than would be the aftercooler at 10x the cost. @1980Mooney really put his thumb on the target when he stated that I probably bought the wrong airplane for my mission. Hopefully I will be able to rectify that someday, but now I will be content with what I have and continue to enjoy it. She has faithfully conducted my wife and I to several different states over the past 3 years to visit family and friends. It is a blessing to own any Mooney, and I would not want to displease the Lord Jesus by being ungrateful. I am also grateful to all you folks for your expertise and advice.

I doubt you not one iota. Seems that contradictions in our aviation world are not as rare as we would suppose. I am very interested in how you fly your airplane. MP, Prop, FF and altitudes. What do you see for temps and TAS? My sole motivation is to learn, not question or criticize! I am especially curious as to MP/rpm combinations. Do you change them up based on altitude or trip length?