FloridaMan

You suppose you could install two of them and have a slave to replace the HSI? According to the docs, they can display glideslope as well on both the EFIS/HSI page.

I don't know how much use this is, but Hartzell does provide STC pricing for spinners if you include it as part of the STC.

I would not be so sure about being able to set back down on the runway ahead of you from 100-200ft. If you're above your best-glide speed you will float a long way.

I know exactly what went through my head when mine quit: "What the hell? Shit, I've lost my engine" -- look over the cowling and see a couple thousand feet of runway and a field at the end, pull power (I committed to landing and didn't want it coming back to life), full rudder, hold level, drop gear and flaps as fast as I can move, hold level til under 100 mph, keep full rudder in, pull hard back against the trim and dive. I think 3-5 seconds is a good estimate on reaction time. I climb at Vy; the thought was that a Vx climb would result in sufficient airspeed loss to have excessive sink rate by the time a failure is identified. It worked out once for me.

I practice pulling power on downwind at 1000ft AGL and 120mph (but just me). I immediately dirty up the airplane so I don't forget the gear in the simulated failure and keep the prop full-forward. From 1000ft, banking no more than 30 degrees, in that configuration I have no trouble making the field. I would also like to add that our Mooneys are very tough airplanes. Like many of us, I have read every fatal accident report for at least the F and J models and read many of the others, those involving forced landings are nearly non-existent if the pilot does not stall the airplane. Nobody was killed in any of the accidents below This one in Ocala was exceptionally disturbing as it supposedly went down in the northwest corner of the field. From Google Earth, it appears that the pilot had options.

I believe that Insight's latest engine monitors do analysis and will alert a user to a potential valve issue. With that said, I believe that JPI and EI have the majority of market share. Mike Busch's site ( http://www.savvyaviator.com/ ) offers a service that performs in-depth engine monitor log analysis as well. I am very happy with my JPI EDM-900. Keep in mind there are other things than a failed valve that can cause an engine failure. Mine failed at 200ft on takeoff due to FOD. On landing, both plugs in the #4 cylinder were discovered to be destroyed; however, the symptom was more like a stuck valve. My theory was that the FOD may have jammed into the valve first and did the damage after I cut what was left of the power. The nice thing, in hindsight, about the detailed engine monitor data, is that I knew that if I hadn't invested in the engine monitor that I would have been remorseful about not having an engine monitor, that maybe it could have alerted me. The logs showed no symptom of an imminent failure.

Judged by 12 vs carried by 6. It's an emergency situation; the tower has the authority to cancel already issued clearances. My engine failure occurred at a controlled field with airline service and firefighting and law enforcement on the field. We had already exited the airplane and were just waiting around for several minutes before the first responders, the police, showed up; the firefighters/EMTs were several minutes later. I have been to a Mooney crash site in East Hampton, a member here, where there was a post impact fire that completely destroyed the airframe down to the tubes. Had he not maintained consciousness and been able to get him and his wife out, they would've been cremated in that fire. Remember, when the engine stops making power, the airplane no longer belongs to you, it belongs to the insurance company and it is your job to save your passengers and your own life at that point.

I just thought I'd mention this. I was thinking about how good the paint looks on my Mooney; it looks like it's brand new. I just went and found the logbook entry and I saw that it was painted in 1994 using Imron paint. I don't have any recent pictures on me, but it still looks exactly like it did when I bought it in 2012.

Probably because he cartwheeled.

That is one hell of an impact to survive with minor injuries for the survivor.

There are some on eBay right now. Not sure if it's the same part.

I have some of those doublers.

Skipped timing?

The engine quit on my Mooney at < 200ft on takeoff. A chute would not have done a thing for me in that circumstance. Also, Cirrus has one of the worst overall safety records in GA, Mooney, I believe, is better than average, especially when it comes to fatal accidents.

To add, I would bet that there is a broken treetop somewhere if there is that kind of damage to the airplane. When I put mine down in a terraced runoff field with tall thick weeds and briars and touched down fast around 80-90 mph there was not a single dent on my airframe.

I've seen this too Sent from my iPhone using Tapatalk

+1 on Falcon.

There was an absolutely horrible M20J crash in "The Devils Golf Course" in Death Valley a couple years ago from this very thing.

http://www.lycoming.com/Portals/0/techpublications/serviceinstructions/SI%201098H%20(03-08-2012)/Propeller%20Flange%20Bushing%20Location.pdf Next time, take a sharpie and put a mark on things before you take them apart

There are some real mountains out there. All I know is that if you're going towards a ridge and your performance seems to be really good, expect it to suck on the other side. The worst turbulence I've ever experienced was flying over the high desert in New Mexico with high winds. That was absolutely terrifying, like a little kid was playing with my Mooney like it was a toy.

I'm not quite sure this is universally true. Some vehicles have the fuel gauge on the side that the tank is on, while most cars built since 1990 or so all have a little triangle by the gas pump icon on the fuel gauge that points to the side that the tank is on. I have owned multiple Peugeot 505s and different versions of the same model, the filler would be on different sides.

There are a fair number of used E/F spinners on the market. HOWEVER, if you have a J style spinner, the cheapest solution is to suck it up, contact LASAR and BUY A NEW SPINNER ASSEMBLY. They have the absolute best prices on them. I cannot stress this enough. I have THREE cracked bulkheads sitting on my shelf from the years. If you are lucky enough to find a used bulkhead for a J style spinner for a Hartzell propeller, it will likely have a fair amount of time on it AND WILL EVENTUALLY FAIL. The new design mounts directly to the hub and not the flywheel and does not use the cheek plates. There is fairly tight clearance (~1/16") between the trailing edge of the prop blades and the openings in the spinner dome. This is normal. One of my cracked bulkheads was one that had been repaired and failed within 10 hours. The other two I believe cracked after around 400 hours each because of a combination of age and fatigue, and improper mounting and vibration. It is important that the spinner be tight on the hub, especially with the older style spinners that have the bulkhead that is mounted to the flywheel. Both times when pulling the spinners after the "non-repaired" bulkheads cracked, they were clearly not on very tight. The mechanics who mount them tightly that I've seen place a ring of tape (teflon, copper, et cetera) around the hub where the ring on the spinner attaches. Those little "cheek plates" that are inserted under the spinners fail also and tend to run $300-$500 IIRC.

Did you check for friction on the ailerons against the gap seals? I've seen it happen where the tape disappeared and the ailerons were binding against the gap seals, completely unrelated to the PC system. Remaining adhesive could increase this friction. Try putting some oil on a rag and rub it on the aileron where you see the friction to see if it makes it go away.