Hank

Kawasaki's timeline is for type certifications in 2030. I hope to become a UFO, which is 18 years in the future. That theoretically gives them time to drive it through and replace my O-360. Maybe?

Mine popped open flying with my CFII several years ago; going slow, 105 mph, the crease is a little less, but the hold open arm is just fine. When closed, it's open about an inch, but hold it down and it latches just fine. Makes it obvious when it's not latched. I'd like a new hold open arm for the door . . . It got stiff and bent a couple of times, now I just hit it with Tri Flow whenever I think about it.

200 hp, 1 liter displacement and less than 90kg (< 200 lb). Sign me up! I'll take the extra power and the extra useful load.

I wish I could throw away my doghouse and install baffles . . . . .

My C has a back up vacuum pump, but is not certified for second alternator or battery, mainly because there is physically nowhere to put either one. Same for most of the Vintage Mooneys. Dual nav/coms through King, no dual ADHRS or GPS, but I do usually take a tablet with me on trips (and only sometimes stow it with my luggage), rarely on local VFR flights. It counts as eye candy, but the geolocated approach plates can be nice, even if rarely used. The only digital autopilot certified for install is Garmin, and it also requires G5s and other stuff, totaling near the cost of my plane. No thank you. My Brittain AccuTrak and AccuFlight still work, but I'm debating the Dynon Skyview, who conveniently omitted the Pre-J models from the autopilot STC. Hmmm, "more thinking need."

The purpose of ADS-B Out was to save the FAA money by offloading radar maintenance onto pilots and owners. ADS-B In was the carrot to make the Big Stick less noticeable. Safety was always a side topic, the crux of the matter was budgeting and reducing radar maintenance expenses.

You can see dust fly from the prop hitting the runway. I always check gear down three times: Move the lever, check the green light Turn base, check the green light Turn final, verify altitude, slope and speed, check the floor indicator The last is the most important; since it is painted on a rod of the gear mechanism, it cannot be wrong.

That is how it should work when taxiing.

"Buy a new plane, get a raffle ticket!" Great concept. I need something like this to go with my M20-C Ranger. My Ranger truck has passed on, but I still have an old Ranger boat, too.

Check the standard industrial equipment sites for the reamer, you only need to know the diameter. Try McMaster Carr (mcmaster.com) or MSC (mscdirect.com), I've bought a lot of drills, end mills and reamers from both of them over the years. Not being aviation houses, they need actual sizes, not just "Continental IO-520 valve guide reamer." Should work nicely for you. If you need tapered readers, they also sell those, or can custom grind one usually in just a couple of weeks.

My C developed a constant right bank. While fearing it was an aileron servo boot, which are very tight and difficult to reach, it was actually a torn boot on a rudder servo.

But will it slice up your hands while you do it?

I've had good performance cutting them 1/8" long, anywhere from 30-45°. Great effects! You just never know when . . . .

Wow! I only have flap markings for Up, Takeoff and Landing. I rarely use Landing flaps, mostly when dead calm; in IMC on approach, I use Takeoff Flaps and drop gear to initiate the descent. More flaps only with the runway in sight and high enough that reducing throttle isn't enough--that's when I'm very happy for infinitely adjustable flaps instead of fixed detents.

@DanM20C, @SkyBound, any update on Mooney Summit X???

Quoting from the Plane & Pilot article above: We do know for a fact that performance can be really bad when you have a damaged prop. A survivor of a prop strike accident told us so. A Cessna 172RG was on an instructional flight out of the Washington Memorial Airport in Marthasville, Missouri, on April 23, 2002. The private pilot was killed, and the instructor received serious injuries. During a touch-and-go, as the plane was in ground effect, the nose suddenly pitched down, and the prop hit the runway. The airplane started vibrating badly, and the flying pilot turned the plane over to the instructor, who was unable to control it. The instructor told investigators that the airplane made a sharp turn to the left and went nose down into the ground. On May 19, 2016, the propeller of a Beech D35 that was landing struck Runway 10 at the Gatlinburg-Pigeon Forge Airport in Sevierville, Tennessee. A witness said the landing gear had been up and, after the propeller blades struck the runway numerous times, the airplane skidded along until the engine speed increased and the airplane lifted off. The witness said the airplane appeared to be very unstable in ground effect, its performance dramatically deteriorated. It was observed to pitch up, roll to the left, and crash to the ground. The pilot, who was the only occupant, was killed. ******** Please don't try to "save" an already damaged airplane. Ride the slide and live to tell the tale, even if you don't fly again afterwards. How damaged is the propeller? What was damaged in the engine? Did your flaps drag down the runway, more on one wing than the other? How much power will the engine produce? What is your new propeller efficiency? You don't know. Maybe your controllable pitch propeller won't fully adjust, because the impact changed it's angle; maybe a tip broke off of one blade; maybe the crank shaft is cracked, and going for full power may break it. Land the plane and live.

I just raise the flaps in my C until I hear the motor. Almost never go to Full Down, so it's not a problem at that end.

Check around OSU and Zanesville. We have members hangared at both, they may know someone. My CFII at KHTW may still be available, but she's light on Mooney time (former ATP with the airlines). The guy who trained me in my C has retired.

Once my prop touches the runway, my flying is done. Maybe forever . . . .

But does it still show up if you put your N number into Google? That's what most people will do first, looking deeply into the FAA website is not a natural thought nor an intuitive process.

I don't see why it won't work. My AccuTrak II works with my G430W. The only new autopilot that I'm aware of for our C models is either the $Garmin or at the other end of the spectrum the Aerocruz 100 that @cliffy installed. I'd be interested to hear if there are any other options for our Vintage birds.

This is my next project. Let's see how it goes.

When did Mooney start using Bendix ignition keys? I have never knowingly seen one, based on the descriptions I've read about them here.

Taking the cylinders to a locksmith is quick, easy and inexpensive. My Mooney has three keys--ignition, door and baggage hatch. I color coded them: blue for Bags, green for Go (door), red for Fire (ignition). Some sets have enamel on the keys, some have colored rubber around the heads of the keys. Anyone can make copies, even hardware stores. But if you're going to the locksmith anyway, make several copies--one each for myself, my wife, my A&P, a d a couple of spare sets. Even at $5/set, it's pretty cheap.

That would be quite the taxi fare from Switzerland!