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Your agenda isn’t everyone else’s agenda. don’t do that.

There is also the online magazine The Mooney Flyer. They have archives back to issue one, so there is a lot of reading and good info. https://themooneyflyer.com/

Thanks, I called Zeftronics yesterday. They were very helpful. They don’t think it’s the regulator and gave me a series of tests to do. I need to get that done first before I make any other moves. I’ll let you know.

If you just had the paint correction done, with zero coating/wax on top, the plane still would've looked amazing. The coatings, whatever type they are, will add some depth to the shine but also protect the paint so it looks amazing longer. They certainly make the surface more slippery so dirt and water don't stick. More importantly, Mooneys are supposed to be slippery. I think if you keep up with the re-application as per PermaGard's recommendation, your plane is going to look way better than most others on the lot, for a long time coming

Again, Thanks to all for the constructive input! I am looking forward to being part of the Mooney Community! I do understand that I will need thorough training in the Mooney by a certified Mooney CFI, which I have (he flies his own regularly for business in the aircraft world and it is the same model as mine). I am a mechanic and controls electrician my whole life and understand precision and proficiency. I will not drive or fly anything that I do not have a full understanding of operation and control (Unfortunately for us, many people drive high performance cars and toys they have no business being in and after causing a major accident that is when they find out the limitation of the vehicle). The plane will be updated to a modern engine monitor/computer as well as the latest ADS-B and GPS units. I will continue to train and even after that take periodical trips with the CFI to reinforce the fine details of precision flying. This is very important to me to always strive to be the best at what I do, there will always be better people, but there is no reason not to continue to learn and grow. Definitely going to have the plane 100% for IFR and get the rating in my plane. I definitely will not fly on purpose in bad weather, but I want to be ready and comfortable if I encounter it. It will be cool to read all of the experiences of Mooney pilots in this forum as well as in other formats. Better to learn from others than to learn the hard way!

Thanks. I was reading your post incorrectly. It's early.

It is not a Google product. They do have it for Apple, Android and Windows. https://radarscope.zendesk.com/hc/en-us/articles/8970695921170-Getting-Started

It’s an app available for apple products. https://apps.apple.com/us/app/radarscope/id288419283

I'm a "Google everything" kind of guy so I searched for Google RadarScope but, if Google has such a product, I can't find it. Can you share a link?

There is a thread on here somewhere that details switch removal, opening it up, internal contact cleaning, and the results. If you determine it’s the switch, that thread may be helpful.

Last weekend I was trying to pick my way through a line of pop-up thunderstorms to get home. I had ADSB radar displayed in the panel, and Garmin Pilot radar displaying on my phone, connected through Starlink. The Garmin Pilot through Starlink was updating every 4-5 minutes, and matching what I saw out the windows for each cell very well. The ADSB was updating every 12-15 minutes, and I could literally see where it was falling behind real-time weather before it updated. I came to the conclusion that the Starlink was a significant safety enhancement for what I was trying to do, even though I was staying visual. Next time I might try to compare it to those other sites the storm chasers use. I also used it from 100 miles out to display traffic on Garmin Pilot on my phone and see where everyone else was going through the storm line. Have not yet filed a flight plan in flight with it but that would be easy.

Pleased to show my bird to you ;-)

I think you'll see a change from content to clicks, and the corresponding change will diminish education for entertainment. The problem with that is the publications such as IFR were a concise way to increase proficiency...easier than a course or textbook, but chocked full of nuggets. Unfortunately I don't think there will be a replacement for this...but it's still possible. Some content on Youtube, Twitter/X, Facebook does actually convey good information. BUT the signal to noise ratio is horrible. I don't want AI to create content for me, but I'd love it to remove the noise and curate what I'm looking for.

Heard you on Vancouver centre frequency today. I was on my way back to Calgary and recognized the registration. Welcome back!

Plenty of reading available when you do a search on "hot start": https://mooneyspace.com/search/?q="hot start"&quick=1&updated_after=any&sortby=relevancy

Yes, we are privileged to witness the fall of a great society.

Things seem much worse at the former Belvoir Media (now Flying) than I realized. I’ve always liked the Belvoir publications, and I was an Aviation Consumer and IFR subscriber for many years. I dropped those subscriptions only after the Flying acquisition, when I thought the “Ultimate Edition” was a bad sign of commercial consolidation for the publications. Anyway - I’ve always liked Paul B, and this article was eye-opening. https://avbrief.com/paul-bertorelli-on-the-future-of-aviation-journalism-its-challenging/

The T37 goes three times faster than a PA28. The force is square law increase.

When I bought our M20C, I was a 400 hour private pilot coming of a 15-year non-flying sentence (life got in the way). Most of my time was in non-complex airplanes. Flying a Mooney was a handful for me because there is just so much more to pay attention to- especially speed control in the pattern. I flew VFR for a couple of years before starting my work on instrument rating and it was definitely a good way to go. I got used to the flight complexity before adding a whole bunch more IFR complexity to the mix. Something to consider. When shooting an approach in turbulence under the foggles you want flap settings, boost pump, landing gear, speed control, to be automatic. If they aren't you will struggle mightily.

I have a generator regulator if you're still looking.

@Jer I think your plan is solid. You may have had the ohmmeter set to a too-high resistance scale; it would read zero when, if fact, resistance could be excessive. Successful operation when you grounded locally, plus your previous voltage measurements, strongly suggests high resistance in the switch circuit, as you suspect. I'd check for a good ground from the switch to the airframe. Worst case will be a high on-resistance switch

Somewhere I have a video tape of a large buzzard like bird hitting the windshield of a T-34. Glanced off the front seaters helmet and whacked the back seater in the chest.

I don't think it would matter. They had to go to 1/2" polycarbonate (aka Lexan, aka bullet proof glass) on the T-37 to reduce the problem

Today's investigation led to some perplexing results. Removed the Sonalert, and put it across a 28v APU. Sounded fine. I removed the negative lead (which connects to the stall vane switch and then to ground), and checked that lead for continuity with the airframe ground while the vane was triggered. Checked zero OHMs, as one would expect. However, connecting this back to the sonalert negative, did not sound the alarm. However, just connecting a wire shunt between the negative terminal on the sonalert and the airframe, and the thing does sound. The conclusion of my electrical engineer tie-down neighbor was that while the negative side of the circuit, did show continuity to ground, there must be excessive resistance in that portion of the circuit. Tomorrow I intend to wire it up correctly, turn on the master, trigger the vane, and check the voltage drop across the sonalert. I believe I did this earlier but did not recognize the importance of this test. I believe the plus side checked 24 v to ground and the negative side checked 16v to ground. I did not directly check voltage across the unit, but if what I think I recall is true, there would be 8 volt drop across the device, with the other 16 volt drop eaten up by excessive resistance in the negative side of the circuit. If this is so, I will check quite locally for a voltage drop across the stall vane switch. It may have continuity, but also excessive resistance, in which case I will have the opportunity to try laparascopic removal of the switch from that access panel. Thanks for all your help. Jer

I use a suction cup mount and mount it in the copilot windscreen because I don't have a deep enough glare shield. I don't notice it while talking off or landing despite it's obvious obstruction. I do notice it when I'm looking for traffic that I see on my ads-b display. But my success rate of spotting migs is so bad either way. I frequently take weekend trips from South Louisiana to North Arkansas. Traveling north of course it's flawless. Traveling South at heading 190 I will still get around 20-30mb/s with occasional drops. Plenty good enough to use the Windy weather app which is my go-to. I think Starlink just provided an update that allows for better signal quality by having the signal bounce from satellite to satellite. I signed up for the plan outlined in Socal flying monkey's YouTube video. -David