MooneyMitch

I remember filming that segment with the 2 very dedicated women tank sealers. I haven't watched that video in years. There are some very wonderful segments that I loved filming though.............especially the dear Bill Wheat and the very dedicated Stanley Feller segments. I don't know if the 2 ladies went back to Mooney with the 2014 startup. They had been gone from Mooney since the 2008 shutdown and were most gracious to return to the factory during our filming in 2011.

So sad for family members left behind. I hope the best for those injured on the ground. Fullerton, no place to go in emergency situations such at this. Not my favorite place to fly in or out of. Each time I landed or departed, I always hoped for no issues.

That's super fun!! A fun Christmas gift indeed.

I visit Coastal Valley on regular basis. I no longer have an airplane, but I refer friends to them. Rick and Nick continue to provide quality service to all.

Merry Christmas to all and to all...............have a great New Year !

Nope, my F was electric gear. With your description of the events with the K, I certainly understand how things were bent and broken. I was fortunate that my gear linkage had become disconnect where the motor worn drive is connected to all the tubes and such. So, all my tubes, rods, motor, etc. were spared upon wheels folding into the wells on touchdown..............no resistance whatsoever. I do hope all goes well for the K and its owner.

Thank you for your thoughts on this. My experience with mechanically induced partial gear extension gear up landing in my Mooney way back in 1988 on hard surface runway...............upon touchdown, gear folded back up into wheel wells. Yes, the usual damage resulted. Skins, beacon, replace one flap hinge, engine tear down, one propeller blade repair. Fast stopping[approximately 150 feet] on runway in a straight trajectory.

I am curious as to why you believe some degree of gear extension gear up landing would be much more expensive?

I like that issue explanation.

Yes, I've moved on to old age . 50 years of flying with incredible memories, but time to stop. 76 now. Gave up motorcycles too...........more great 2- wheeled traveling memories for over 50 years. Attached are my Mooney's from the F, to the Ovation, and the final chapter, the little D/C model. I've kept all my years of logbooks and enjoy from time to time looking through and reminiscing. I always made notes about each flight. Fun!!

I must say, Brett got a gorgeous Mooney That’s me in the photo prior to me letting go of the M20D/C to a new owner before Brett purchased . Have a great time with your beauty Brett!

Complete satisfaction with Blackstone for my former Mooney’s and autos as well.

Yep, intermittent is the worst for sure. Spent many years at our west coast missile launch facility and running across an intermittent was frustrating.........until it raised its head and you could finally cut it off!!! Patience and persistence..............it will reappear. Something is grounding that left mag..............

Drifting away from trying to help this gentleman get his C started, here's an interesting story regarding the Slick Start Booster on my Mooney [previously installed by others]. I installed mags on my D/C model after 500 hour inspection. Engine would not start until I'd release the START motion [limped into starting] Checked and re-checked all installation over and over and over, thinking I'd done something incorrectly........ wiring, timing, etc. All appeared correct........hmmm! I discovered in start position, there remained a left mag P lead grounding with the P lead disconnected from the mag...............WHAT?? Eventually, hours later, I discovered that during the Slick unit installation/modification, certain wires are to be removed from the ignition switch. One wire had not been removed from the switch during the modification. That wire had been left in the aircraft wiring bundle and coincidentally began picking up a ground which was grounding the left mag P lead during the start procedure ! I disconnected the wire from the switch, taped it up and all was well again.

We are all really trying to get you started....... With my thoughts on grounded P lead during starting................... 1. render your engine from being able to start [disconnect battery lead at starter is one way]. 2. disconnect P lead from left mag. 3. with volt meter, set meter to DC voltage. 4. attach black meter lead to disconnected P lead. 5. attach red meter wire to 12V DC . 6. turn on Master switch and verify meter registers 12V [this means your P lead is correctly grounded as it should be in this configuration] 7. activate starter switch to START and voltage should disappear. [P lead should no longer show as grounded] 8. this method will verify that your P lead wire/starter switch grounding feature is correct. [no foreign grounding from switch or frayed wire]