takair

Try @Jerry Pressley Or Allan Fox As a side note….i feel your pain. I am finishing up restoration of an experimental airplane. I decided to add an electrical system to include an alternator. I decided to do automotive with my own design Overvoltage protection and brackets. I never did find off the shelf brackets that worked and ended up having to do lots of mods. In the end, I was wishing I bought Plane Power or B&C. I give them credit for those aircraft specific components that make the difference between easy and hard. As a side note, I put a PlanePower on my Mooney years ago and have had no issues. Install was relatively easy, after you trim the baffles.

I would have asked him to close the door as he left so I could make use of the vice grips. :-)

Perhaps mentioned previously….One way to (sometimes) mitigate risk is to plan a downwind departure and in some cases continue to climb over the airport. Turning toward the downwind earlier than “normal” starts to set one up for an airport landing earlier. I fully recognize this is not always practical and only find myself using it when I’m feeling paranoid at an airport with limited options and favorable traffic. I will also use it after performing significant engine work (paranoid). I know there is still a window on initial climb out where we are still at risk, but the technique does get you to glide range sooner than simply flying away from the airport. This is not unlike how some instructors teach always remaining in glide range of the runway when doing pattern work. Flying a tight pattern is not 100% bulletproof, but can contribute to better odds during an engine out. Just watch your AOA in the turns. Play the game, “where would I land now” to see the best departure/ pattern from airports you frequent. Your mileage may vary depending on trees, terrain, airspace, traffic, etc, but it sometimes reveals some options you may not notice in a true emergency. Anyway, my 2 cents, and always hoping for some extra luck at the moment we need it.

I know SB is not mandatory for part 91, but this shows up in at least some of the Maintenance Manuals… The Ovation manual shows it as mandatory. It’s not an AD, so I guess it may depend on the vintage of the aircraft if this manual applies to a specific airframe or not.

I suspect yours is not stock. Do you have a cowl mod on there? Stock spinner does not have bulkhead. I know Tyler had one from an F, but suspect it is different part number. @Flyler

The passenger seatbelt is a regular as well…

Did the Johnson bar nut-cracker it?

Had one of those moments only a Johnson bar owner can appreciate….ALWAYS check the floor before raising the gear! I relearn this about once a year. Today could have been ugly, gear wouldn’t go up…..WTF?? Look down and realized I had smashed an errant port-a-john. LUCKILY it was empty!!!! Quick gear cycle verified bar was fine and time for a new urinal. Johnson Bars and Port-a-John’s are not compatible, despite their names.

Thanks, interesting observations. I will say, in the small Continental we don’t add aggressively…so not as much as instructed. We also generally run it rich mixture. Very different engines for sure. I do suspect it might alter the octane rating and fuel burn rate a little. That might explain exhaust color. Would be really interesting for someone with a test stand to do testing, but I suspect little motivation to spend the money…

I didn’t vote since I don’t use it in the Mooney but have used it in a small Continental with good results. A “splash” with each tank of fuel. I’ve heard many positive results and many neutral results, don’t think I ever heard of negative results. I do wonder how it might affect bladder tank or sealant, but again have not actually heard negatives. I’ve also read of folks adding it to oil prior to a change like the poster above. In that case I worry about loosening sludge if you have not used it since new. That said I can also imagine some of the benefits. Seems to have as many variable uses as Jose (Piloto) had for WD-40.

If you can’t find one by the weekend I may have one but need to get to the shop.

There are generally two sizes for Mooney. Rudder and aileron are the same size. Some have variations in fittings and housings but generally you can get it all to work. The elevator is a unicorn and hard to find——so unlikely someone will mix them up.

There are a bunch of systems with multiple servos that have listed for sale in the past few days. Some very reasonable prices…

I’m kind of surprised airspeed sweeps, performance, and comparison to published book numbers wasn’t part of the certification…

Sounds like LASAR will be their parts distributor?