flyboy0681

The adjustable frame was an expensive option in the early 80's and not many buyers opted for them. They are near impossible to find in scrapyards because they are grabbed up immediately once a Mooney meets its maker.

This is the most sought after part for a Mooney and I'm surprised they haven't been sold yet.

Excellent point. Although I do still keep my 9600 baud modem within arms reach when I yearn for that all to familiar screeching noise.

After all of these decades, why is it still such a cryptic system? Data is cheap.

Just when I was getting used to 300% insurance hikes per year.

Just when I was getting used to 300% insurance increases.

"A review of data obtained from a J.P. Instruments EDM-700 unit onboard the airplane at the time of the accident showed an excessively high No. 6 cylinder head temperature reading about 17 minutes before the unit stopped recording data." I wonder what "excessively high" means.

I've had two biopsy's and can emphatically say that their not as bad as advertised. For the first one, my anxiety level on a scale of one to ten was a good eleven, but the procedure proved to be a solid four and the discomfort scale, which led to the second one being a breeze. Now don't get me wrong, it's no pleasant, but it's over in a few minutes. What a newbie must be prepared for is the the aftermath, which I won't get into. Both procedures, ten years apart found - nothing.

Gary was one of those larger than life characters and jokester. We flew to many of the monthly Florida Mooney lunches, and when I did they flying, he would be very critical, commenting on everything from cylinder head temperature to localizer deviation. He was very proud of his service in Vietnam and loved to share stories. In tribute to Gary, I advise all you guys to get a PSA test.

Thanks for the tips guys. I'll have to fly her over to my nearest MSC and have them take a look.

My Sensorcon Inspector has been showing CO levels recently where readings were always zero. During cruise I’m seeing 30 to 50 ppm. Oddly, it goes down to zero when I close the cowl flaps. Sometimes on approach with the flaps open and mixture rich, it can reach 100 ppm. Ideas?

Not true. Before the Mooney, I flew Arrow's for years and the one thing that I had to get used to when transitioning was not being able to open each side of the cowl. Add to the mix that the current Mooney cowl takes two people to install (at least for me).

Perhaps I should have worded it a bit differently: "What percentage of maintenance related incidents that led to an airborne incident could have been avoided..". The low hanging fruit could be (as is the subject of this thread) loose ignition wires or magneto. Other items that could be eyeballed are frayed cables (ie mixture) or leaking hoses.

I'm just curious of what your thoughts are about the following. What percentage of maintenance related crashes do you feel could have been avoided if the cowl opened up so that we could gain easy access?

How about this clearance I received from KSPG.. Cleared to Boca Raton Airport via Pahokee two six zero at fifteen miles, direct.