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  2. If your complex endorsement is a single flight, you should probably find a new CFI.
  3. I've rephrased it in my original post. To make it clear, the insurance coverage doesn't start until you have the 10 hours you said you will have before coverage begins. There is absolutely no lying involved and that is not what I was attempting to suggest.
  4. It's been 2-1/2 years since i flew behind an Aspen. I remember changing the font size, it seems to me it was on the 2nd or 3rd page of options. @Marauder has flown behind Aspens for a long time. He will probably know.
  5. I bought my Mooney with 62 hours in my logbook, five weeks after my PPL checkride. Insurance changes frequently. My broker said that several no-quoted me; a couple wanted 10 hours dual and 10 hours solstice before passengers. But he also offered to use their preferred instructor for 15 hours dual including 5 hours actual/simulated IMC. I took the latter option, getting the Complex Endorsement along the way. Flying straight into a cloud seemed wrong, and I commented on it; the CFII beside me said, "it is, but do it right now anyway." If nothing else, it taught me to stay away from VFR-into-IMC "opportunities." I flew 100 hours the first year, all over the Appalachians (based in WV), and my sky-high insurance premium was reduced by half for the next two years until I finished Instrument training when it fell by another third. Then I discovered Falcon Insurance and it went down again. Now I'm with Airspeed (thanks, @Parker_Woodruff!), and it fluctuates rather like the price of gas--up and down periodically but trending slightly upward. Good luck with your quest! And remember, Fly as if your life depended on it, because it does!
  6. Today
  7. I keep thinking about putting Hubba Hubba caps on my ac, but they’re awfully expensive. Looks like Spruce has covers that might fit your wheels: https://www.aircraftspruce.com/pages/lg/wheel_hubcaps/groveHubcap_06-00845.php
  8. Did the STL's make it for others to use? I'm in this exact same boat.
  9. Necroposting to see if there is anyone else wanting this. I've seen 3D printed ceiling vent replacements, and I'd sure love the STL's or 3MF's for that.
  10. Unless things have changed drastically, you should be able to get the endorsement in your own plane. Insurance company will require some amount of dual and then prohibit passenger carrying until minimum requirements are met. Don’t make this harder than it is. Call your insurance company and ask them the best way of moving up. I had 200hrs TT and no complex when I started flying the Mooney. I did a few hrs of dual and 10hrs solo before insured to carry passengers.
  11. That's exactly why I haven't "upgraded" to digital, I can read my steam gages faster.than I can focus on the airspeed number, to say nothing of the things that disappear! I reference my IVSI frequently, especially inside a bumpy cloud.
  12. Mark and Laura, please ping me if I don’t get back to you by Monday. I will be away, participating in the Tampa Bay AirFest this weekend. I flew the plane in yesterday afternoon and won’t fly it back home until Sunday.
  13. Voltages from TCs are incredibly tiny… 1) loose wires 2) broken wires 3) dirty connections 4) oxidized connections 5) worn parts 6) sensor not seated properly in the well It is important to have working from a paperwork perspective…. The ship’s CHT is a required primary instrument… unless you have an alternative certified primary instrument…. PP thoughts only, not a mechanic… Best regards, -a-
  14. Electrical drawings for the Long Bodies are in the Maintenance manuals… These manuals are available from your favorite MSC… They are an electronic file… Worth having a copy… Best regards, -a-
  15. Hey DC! Sounds like they may be the push to reset type….? when they trip, they pop out about 1/4”…? PP guessing only, not an electrician… Best regards, -a-
  16. I like the Transition Training route… Expect about 10hrs with a Mooney specific flight instructor… (a lot depends on your insurer) Learn how to handle all the wackiness that is specific to Mooney airframes… with somebody that KNOWs. First year of insurance usually costs about 1k more than the second year… stay proficient after that… All airplanes are just different enough from each other…. Getting the transition training for the new 2U bird is worth it… The most recent Mooney accident, may make you wonder about the new owner’s level of transition training… New 2U machines can be dangerous solely because of all the new things going on…. Not recognizing things as they happen…. Transition training is used in the industrial machine industry as well… it’s not just a pilot thing… PP thoughts only, not a mechanic… or a CFI. Best regards, -a-
  17. Lost one recently. Any spares available? I would like to get the older ones that have the lip on the edge and single retaining screw. Maybe if it would have had 3 screws it wouldn’t have departed. Didn’t see any on eBay. Thanks, -Matt
  18. You nailed it. I learned on steam gauges and flew behind them for almost 40 years before my first experience with tapes and intermittent indicators such as rate of turn and VSI on the Aspen. My scan is much more in tune with pointers. A quick glance at an altimeter, ASI, or VSI just gives me all the info I need. A tape requires reading the numbers. An intermittent indicator requires a lot more mental activity (1) is it there? (2) is it changing? (3) how fast? (4) if I push/pull or turn the yoke does it react? (5) how much? My neural network can scan steam gauges three or four times while doing all that stuff. I am attuned to interpreting rates of changes of needles. I miss that with the Aspen. Because my panel has only one Aspen, it retains 3-1/8" AI, ASI, Altimeter, and VSI. In a pinch those are still my goto. Under normal IFR when things are pretty steady, I can stare at the Aspen and feel quite in sync with the airplane. But when I go through a bumpy cloud wondering which way is up, I rely more on the round dials.
  19. Possible. Wonder if there has been a 'sea change'? @Parker_Woodruff Has there been an overall change where underwriters demand hours in the exact model? Or, is it unchanged policy?
  20. If I remember correctly, Parker had a post a while back where he said that different insurance companies do this differently. I think he said that some would accept any Mooney experience as time in type, while others had more specific model requirements.
  21. Could be because you had so much time in a Complex? Also maybe different insurers have different requirements. I went with Avemco because it was a lot less with my relatively low experience. Another plus with Avemco is they apply discounts immediately and prorate the premiums. I got my IR a week after I bought the plane and that was my first phone call after passing - they knocked off 10% right away.
  22. Wow! Times have changed...a little over 6 years ago when I bought my F the insurance didn't require any transition training or hours, dual or solo, as I had over 100 hours in a B model.
  23. This is what I went through. There is a clause about 10 hours in make and model before I could be covered solo. That was the hardest part for me too - they didn't count my previous Mooney time since it wasn't in an F.
  24. My original row of breakers on the right side are red. Unlike my newer black breakers, they don’t have the indention around them, that lets you get a grip and pull them. They protrude but are smooth. Was that intentional? Were they not meant to be pulled manually? Thoughts appreciated.
  25. I started with Avemco and had 15 hours in an Arrow when I bought my Mooney. They required 10 hours of dual in the aircraft I purchased before I could solo it. I’m sure that is what Avemco is offering you. I think you are misunderstanding that you have to have 10 hours complex before you can do your 10 hours of dual for transition training in the Mooney. It’s likely JUST the 10 hours of transition training. Call Avemco and verify of course.
  26. Thanks. Hopefully, it will go smoothly. Lee
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