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I have decided to call it quits. At 87 years old, no insurance company will offer me a quote, liability or hull coverage, in a Mooney. Worse yet, I have not been flying enough to even begin to justify the costs (as if I ever could). But worst of all, the frequency of my flying does not allow me to remain proficient. I am not likely a danger to myself or others in good VFR conditions, but somewhere, sometime, I know that I would extend a little too far with weather considerations, and I just don't need that risk. My plane is up for sale, I will still be keeping up with Mooneyspace, and all my friends here. I still plan on continuing "Visors By Muncy" and hawking my wares (Visors, cabin light timers, tugs). Don

A person who buys tools to use and return is a thief. Whether someone respects the retailer or not is just a flimsy justification for theft. My older brother worked in loss prevention at Walmart for a few years, and back then on items less than $100, by the time they added in their administrative costs of paying employees to process the return, it was less expensive if someone stole the item from the store than bought it and returned it. Over 90% of returned items never hit the shelves again, they were wholesaled out or thrown away. There are valid reasons for returning something. Using the item for its intended purpose and then returning it is not one of them. The only reason Walmart tolerated it was that people came back every week to buy something else. Plus they just raised the prices for the honest people to cover all of the dishonest people. But to take pride and brag about buying something, using it and then returning it explains everything about character, or complete lack thereof. That isn't who we are on this forum.

I will be formally retiring at the end of 2026. It’s hard to believe I’ve spent more than 45 years in the weather business, and nearly 30 of those years as a flight instructor. Weather and aviation have shaped so much of my life—my work, my friendships, and a whole lot of memorable days. Now it’s time to turn the page. I’m looking forward to slowing the pace, spending more time with my grandkids, and—over the next couple of decades—traveling to interesting places around the world with my wife. I have to say it out loud or it’ll never happen. So…what does retirement look like for me? Mostly, it looks like making room for new adventures and gently setting weather and aviation to the side. I’ve shared what I can, and I don’t think I have much more weather wisdom left to impart to the aviation world. It feels like the right time to step out of the light and let the next generation take it from here. That said, I’m not disappearing overnight. I still plan to manage and maintain my EZWxBrief progressive web app for at least a few more years. I’d hate to shut it down while so many long-time aviation friends still rely on it daily for preflight planning. I will, however, be ending my 1-on-1 online training at the end of this year—my day-to-day volunteer activities won’t leave me with the kind of open schedule that training requires. You also won’t see me at aviation events like AirVenture or SUN ’n FUN as a vendor or forum speaker (including this year). Instead, I’d like to go purely for the joy of it—and maybe take my grandkids once or twice so they can experience the magic. Beyond that, I don’t plan to take on additional speaking engagements or hold classes past 2026. I’ve truly loved teaching pilots at every experience level about weather, but it’s time to pass the torch. I do plan to keep writing. I’ll continue to provide occasional content to various aviation magazines, and I’ll keep selling my two books and the Weather Essentials recorded classes. That should keep me connected to the aviation world—just at a comfortable distance—for a little while longer. And as for the forums… I’ll likely stop posting and reading most of them (at least the ones that haven’t banned me). But I’ll still be around, and I expect I’ll be answering the occasional email for the foreseeable future. Thank you to everyone who’s been part of this journey with me. It’s meant more than I can say.

So, an update to the "missing" corrosion post. I posted a topic about some corrosion that was found in the wings on my Mooney during annual back in October. The mechanics found some corrosion in both wings during annual inspection and deemed the aircraft unairworthy. Also during annual they found evidence of rodents in both wings. Dead mice, droppings, etc. I posted pictures in this group and at least one person here recommended that I file an insurance claim. Some local folks that I know were also encouraging me to file the claim. So, I filed the insurance claim and provided the insurance with everything they asked for. Upon review of the information that I submitted, the insurance made the decision to pay for the repairs. I took the plane to Don Maxwell in mid December and am now waiting on the repairs to be completed. Thank you hammdo for picking me up and taking me back home!

You can't justify your behavior, your actions, your thoughts by speaking poorly about the company whose policy you abuse. This is about you, not them. Trying to rationalize by "not needing it anymore" to fit their policy is B.S. The policy is meant for people who buy something with the intent to keep it and realize they don't need it. It's not meant for people to "rent" their tool; that's not the business they are in and you know it. While it wouldn't meet the common legal definition of theft, I think most people do view it as theft. We all know that some people with low morals violate the social contract to their advantage... advertising it to others/defending the behavior when called out on it take it to a whole other level. Just donate the tools to the airport, EAA chapter, etc if you don't want to take them home. Be a good person. Be an example.

@George Braly I was on the side on G100UL until recently. Now I am not against but not really for it anymore. What I have seen during this process is appalling to an engineer. The court proceedings, the lack of transparency in testing the systems. Very open about the engine test, but when it came to other systems, it is like area 51. Now you had a chance to handle this well when issues happened, but it seems more like hiding than dealing. I might speak for others as well but all i am looking for is truth in testing, if things need to be changed out like o-rings, paint touch up with specific material, or specific tank sealants etc, we would like to know clearly and specifically. This would have allowed owners to plan the inspection and replacement over a period of years and ensure we are prepping for the switch. But seems all we get is obfuscation and blaming. Saying Mooney design is shit is one of the problems, those designs are some of the best in the industry, so good infact there are tanks that hadn't need to be resealed in 50 or so years. Truth carries a lot of weight, obfuscation destroys it. The future of gami is in your hands and what you do next. That should be truthfulness in materials testing, actual scientific tests make it open. Earn trust. Even if there are material issues, make it known and a plan. Lastly, no such thing as a drop in replacement, always need something to change and would be great to know prior.

Have you considered doing no upgrades at all until you complete your IFR training? Perhaps unpopular opinion: spending a lot of money on avionics upgrades at the start of IFR training isn't a great idea. For one thing, it might take as long or longer to get a shop to complete the upgrade than it would take to complete your training in your already airworthy, IFR-capable airplane. And as you've already observed, you don't know what you don't know yet. Better to get a bunch of hours under your belt before upgrading, because while there are a few factual truths about equipment and capability, a lot of resto-mod panel design boils down to personal preference. The panel you already have is adequate to train for and pass the instrument rating practical test, at which point you'll be proficient in one airplane. Perhaps the most proficient you'll ever be for the rest of your life. That's a great place to be when thinking about what kind of instrument flying you're really going to do, and what equipment you want to feel safe and comfortable while you do it. Some ugly truths to consider, from an old CFII: A lot of pilots who start instrument training never finish. Some pilots who finish instrument training decide never to fly in IMC, particularly those based in areas of the country where there isn't much piston-single-flyable IMC. Some pilots who fly IMC limit themselves to "gentleman's" IFR conditions, e.g. punching through a thin layer that's a couple thousand feet above the ground. Some pilots with instrument ratings and fancy panels are actually quite bad at basic instrument flying, and are hindered as much as helped by all the gizmos they've got in the panel. I don't say these things to discourage you, just to inject a dose of realism before you break out the wallet. Prove to yourself you have the perseverance to complete the rating. After (or while) you do, lean on friends and/or rentals and/or AATD simulators to gain experience with additional equipment. Then, with rating in hand, decide what kind of IMC flying you're actually going to do. At that point, you'll be in pretty good shape to think about upgrades.

I think we all really appreciate the time, effort, and money everyone at EarthX has put in to bring new technology to our aging fleet. And the time you've take to help improve our understanding through this forum. Not many companies take the time to help the consumer in that way. Thanks!

@AndreiC I routinely fly down to about -30*C here in Canada. Honestly, if I didn’t, I probably wouldn’t fly too much in the winter. The coldest I’ve had my J was about -42 up at 18,000’. Cabin heat is not an issue, my heat muff is tight. Winter flying weather here in the Rockies is some of my absolute favourite. A good high pressure system will park itself overhead for a week at a time and it will be cold, but crisp, calm, and clear. I block half of my oil cooler with speed tape below about -5*C, otherwise you won’t get the oil hot enough to burn off moisture. This is essential. I keep my plane in a heated hangar, so I don’t have quite the same issues as you might have. Operationally, once I get it out of the hangar and fired up, the plane seems to love the cold air. If the plane is cold soaked from being parked outside, you will have some interesting challenges. Starting with the engine, I’d do everything I could to give it a good preheat. That oil getting hot will be a big help on startup. Pull it through by hand a bunch before starting, get that oil moving. Your battery will take a hit in the cold. I’ve even noticed this on a hot start in the winter, where the battery in the tail has been cold soaked for a couple of hours. Give it all the help you can. You’ve got an E model, so perhaps the battery is up front under the cowl where it will be warmed by the engine heat. Your avionics and gyros will be subject to wear in the cold. Preheating the panel and cabin is just as important in my opinion. A small space heater on for an hour should be more than enough. Your tires and pucks will be rock hard, avoid runways and taxiways that are bumpy. Your tank sealant will thank you. Cycle the prop deeply once the engine is warm for takeoff, maybe 4-5 times. Get some hot oil up to that hub. Make sure your cabin heater is up to snuff. Plastics and interior trim will be very brittle. Touch things with care. Other than that, I wouldn’t worry too much about it once you get the airplane warmed up. Winter flying is very enjoyable. The plane performs better, the wing and prop have more air to bite into, and you’ll get more horsepower from the engine. Take advantage of it!

Hello, Mooney Community! I'll be closing on an M20D tomorrow morning. First airplane, quite excited. Just introducing myself, as I'll likely be using the forum as a familiar resource on the regular moving forward. Caleb C. Mitchell, 39, from Hebron, Nebraska. Just earned my private license this month. Will primarily be using the aircraft to visit my parents and haul my father back and forth for cancer treatments (Loveland CO to Houston TX). Will also use for personal business. Hopefully the occasional "just for fun" trip. The bird is N6631U. Cheers!

If you are asking about EarthX, we are in good old Colorado USA, and a veteran owned business too if that is of interest.

We appreciate that using a lithium battery in your Mooney may seem novel and new and raises questions. That’s exactly why we are here on this forum, to address your questions directly and provide clarity. Advancing technology often feels uncomfortable because it challenges what we’ve always known. We welcome questions, but it’s important to base discussions on facts, not assumptions. LiFePO₄ technology is proven and trusted in aviation. LiFePO₄ batteries have been in use for over 50 years, starting with the U.S. military, and EarthX alone has logged more than 25 million flight hours across tens of thousands of aircraft over 12 years. Every safety and compatibility consideration has been addressed. LiFePO4 batteries use the same charging profile (voltage) as lead-acid, so no alternator or regulator changes are needed. The internal resistance of the ETX900-TSO is approximately 4mOhm. The internal resistance of the Concorde RG-35AXC is also approximately 4mOhs. We hear your concern that this new technology might damage your 50+ year old alternator. The EarthX Mooney’s typical peak charge is 15-20 amps that lasts about 3 minutes. EarthX is particularly fond of the Mooney aircraft and is a proud owner of an M20K with an EarthX battery in it for 3 years now. Up until now, you had no choice but to use a lead-acid battery in a certified aircraft, and the companies that cornered this market had no competition. Competition is good. It breaks monopolies and creates opportunities for better solutions. When companies compete, they strive to create better products that improve safety, reliability, efficiency, and deliver advancements.

After talking to several people at Lasar and others, I had a better understanding of what they were trying to do, and it actually makes sense from their perspective, albeit a touch myopic, but only because of how convoluted and difficult it is to explain from their perspective. In their view, they are trying to keep the Type Certificate alive and operating. If they cannot figure out how to make this work financially, the foreign owners will keep the TC active but take all the data and and engineering back to china and provide no support whatsoever. this will be a much different outcome than examples like the commander, because abandoning the TC actually makes production of parts by others much easier. If the TC is not abandoned then permission by the holder must be obtained. From their perspective I think the “support” was analogous to us paying an annual fee for access to this site. Aka keeping the TC alive and accessible. Even as I write this, I can see the challenge explaining this and soliciting funding for something so intangible and nebulous. If their plan was the better option than losing control of the TC I suppose remains to be seen… Selling parts that are not Mooney specific, at double the competitors price does not appear to be a well thought out strategy either, but personally, I see their efforts as more clumsy and desperate than exploitative. I could be wrong about all of this as well, it’s just my opinion, and based on limited information, and admittedly cursory understanding of the FAR as it pertains to this subject. PS.... Before I am flamed, I am not advocating for participation nor abandonment of this concept, just trying to share what I learned.

Lubrication. I've read the threads here and often refer back to them when going over my plane. More specifics on how to apply lubrication to areas such as universal joints and tubes where they pass through guide blocks. Should we remove previous lubricants? Where to look for signs and symptoms of wear? -David

No. My original thought was to have cohorts of the various airframes commonly flying and have reviews of logs, maintenance, and keep track of details with rollout. STC included and discounted fuel for their participation with an expectation to help sort out any unexpected issues in exchange for being a guinea pig. Even now, working with owners could include bringing those aircraft with issues into GAMI fleet to help uncover what happened and mitigation steps. Heck, GAMI could even come up with an unleaded fuel mitigation kit that has common parts, o-rings, and seals in need for replacement. Instead you see blame of manufacturing, blame of owner maintenance, blame of lack of "modern" maintenance where common practices are still being use (i.e. nitrile o-rings). Instead of GAMI leading the way to help future proof our aircraft, they deride Mooney as substandard as they use wet wings and didn't apply sealant until wings were complete and riveted. I think that GAMI was in a hurry to paint themselves as "commercially available" to meet criteria for an upcoming legal end run to ban 100LL, that they didn't really consider how they rolled out G100UL and what potential issues they were going to see with the fleet. I feel that we've only seen the tip of the iceberg with issues with fleet wide use of unleaded fuel. How we navigate this will be directly responsible for how many aircraft survive the transition.

@Slick Nick You'll find plenty of examples of G100UL stains across airframes. https://www.aopa.org/news-and-media/all-news/2024/november/pilot/unleaded-fuel-what-we-have-learned I spoke with one of the guys who was involved with the AOPA Baron. He said that "G100UL stains anything it touches." You commonly see staining around fuel vents, fuel caps, etc. Braly paints this as a "fuel hygiene issue" and recommends cleaning surface after fueling and with spills specifically with Windex, but some vented fuel around caps or around vents or leaks you probably wouldn't catch to clean until the stain has already set. More concerning are slow leaks that lead to paint deterioration. I gather that is why Braly is a critic of wet wings since they are commonly repair on condition. In the past there was a difference between leaks that were airworthy and ones that weren't...in the past. The future may suggest that any fuel leak is an airworthy event. Knowing what we know now, I'm sure the recommendation would be to have any fuel leaks repaired prior to starting use of G100UL. This was NOT the recommendation or public knowledge when G100UL rolled out. And the sad part is that GAMI hasn't taken ownership of this misstep and just blames Mooney for "inadequate construction" and owners for "lack of modern maintenance." It would be a much better idea for GAMI to work with owners rather than against them.

This reminds me of the people who get an insurance policy for whatever reason (maybe so they can give proof of insurance to an airport authority) and then never pay. Guess who gets to pay for the days of insurance coverage that accrued and the time to try and collect? Me. In the Walmart example, the costs are passed onto the vendors, consumers, and/or to the shareholders...regular people with 401(k)s, Roth IRAs, etc. There's no such thing as a free lunch.

I agree pointing the nose to the sun to do a power on stall isn’t that useful. But it’s the wrong way to simulate a power on stall. Most accidents involving power on stalls are departure stalls with the nose below or near about 15 degrees. This is happening because the pilot is pulling with too much back pressure well below Vg after take off and is often compounded by being at a higher density altitude than their normal departure. The more realistic way to practice this is to greatly reduce the power with nose only at about a normal departure climb and allow IAS to continue dropping till about 10 kts above stall speed and then add 65% power and continue pulling back the nose till stall and you should get it to stall between 15-20deg pitch. This is much more realistic and can be done straight ahead or with some bank to practice recovery and see how the plane behaves. Think of it more like a high density altitude departure stalls although the accident records show it doesn’t need the high density altitude to happen. Sent from my iPhone using Tapatalk

Just picked up my ‘76 Ranger from Aero Valley LLC in Paul’s Valley OK with its freshly installed Aero Cruze. I’ll do a better PIREP after a couple more flights to gain experience in regular use. Flying OK to OH, I just wanted to get straight home and let it fly the magenta line all the way back. Initial impression is it’s worth the money I spent. All in about 10k. G500 with associated equipment was 30+. So about 60-70% of the performance of the Garmin at roughly a third the cost. Real test will be support five years from now.

This thread is a dumpster fire.

There is a model for this. Cal Pacific Airmotive owns the type and production certificates for the P-51 and TF-51 and is also an FAA repair station. They do a good business servicing the warbird community. Need a part for your P-51? They can supply it or make it if they need to. Need your P-51 rebuilt or converted to a TF-51? They can do it. They have been doing this successfully for two generations. But, having once had the experience of trying to resurrect a failing business, I know that the financial overhang from previous operations can present an insurmountable cash drain.

Sent from my iPhone using Tapatalk

Started this morning with full group of pilots Our first PPP of 2026. Sent from my iPhone using Tapatalk

We just got a couple of Gibson cylinders in that the customer supplied for a bonanza, they painted all of the flanges, but they didn’t paint the barrels black, and they also painted the exhaust port. So by the time we stripped the paint under where all the base nuts go, and we stripped the paint off the exhaust flange that takes time to do. And then we had to put the cylinder on the second day to get the paint stripper time to work. The honing looks like it was done with a bottle brush by hand, and the scratches were 45 degrees at the bottom of the barrel and 30 or less at the top of the barrel. We didn’t even have time to check the choke and out of roundness and the bore diameter but I bet you that stuff wasn’t straight either. It looks like a bottle brush hone was used on the cylinder and then they painted it with a rattle can in nine minutes and sent it out. I wouldn’t put a Gibson cylinder on my Neighbors weedeater.

Intentional training with safety pilots and increasing proficiency with each take off! Lots of fun, great weather, and walking away a better pilot with increased stick and rudder skills. Huge shout out to Snowbird The Mooney for the great videos and pics from the weekend!! It's hard to take pics when you're the one flying! ha ha

Scope: Installed the following on a 1979 M20J Mooney Dual 10" Dynon SkyView HDX Displays D30 Standby Attitude Indicator Dynon Remote Comm and Remote Transponder/ADS-B Dynon Autopilot Full Custom Panel IFD550 with Jeppesen Charts PMA450B Audio Panel Guardian CO Detector MD-93 Digital Clock Glareshield Lighting Electroair EA-15000 Electronic Ignition New Carling Switches Challenges Faced: Unsatisfactory wiring from previous installs/modifications Typical Install Timeframe: Approx 8 weeks. Interested in upgrading to Dynon? Call or email now to get your quote. Baker Avionics 541-507-1007 info@bakeravionics.com www.bakeravionics.com

Everything out the door was about $80 AMU that's adding on Electro Air 15000 and a few other things that are not seen. It took about 8 weeks total to complete and everything money related was always agreed upon and we stay within that budget.

I was a supporter and advocate for G100UL from the moment they got their STC. I was looking forward to running it in my engine, and was glad that there was finally a lead-free solution for our engines. I attended George Braly’s seminars at Oshkosh over the years to hear and learn more. At last year’s, he seemed to blame Mooney fuel leaks on Mooneys, the Mooney design, and Mooney owners. He came across as a lawyer-turned-salesman who was using lawyerly obfuscation and deflection to shift blame away from his product. I left halfway through the seminar. Needless to say, I’m no longer an advocate for G100UL.

Not Mooneyspace

If one seriously practices engine out glides to an airport followed by the spiraling down to a landing understands the Best glide is only a priority to get to the airport. Once above the airport the priority is to do a series of spirals abeam the intended landing point, which should be the IFR landing zone or about 1000’ past the threshold. At this point it can be very helpful to slow down to near minimum sink speed which is very close to stall speed. Not just to give you more time aloft but to help guarantee you finish your last spiral near pattern altitude and then just have to do your well practiced power off 180 to a landing. Anyone that isn’t practiced at being able to slow down to better position the aircraft where it needs to be for the final 180 is very likely to either go off the end or come up short. The spirals while positioning the aircraft are much harder to do than the glide to airport and will use all of your skills in dealing with the winds and being able vary your speed in the spirals to keep you where you need to be. It’s something i do with all my transition training students and frequently on flight reviews. Sent from my iPhone using Tapatalk

If Mooney, in whatever parts distribution arrangement they have with LASAR, is not generating enough revenue to cover 1) variable cash costs, 2) the cost of real depreciation (real wear and tear of plant/machinery/tools) and 3) some meager return on the current cash investment (working capital) then they need to: Ruthlessly Cut Costs Aggressively Raise Prices Some combination of Both If they (Mooney/LASAR?) need to double or triple the price of Mooney built parts in order to survive, then they need to raise prices. The market will adapt. Mooneys will be scrapped and salvaged more frequently for what had been a repairable FUBAR in the past. Owners will seek out and rely more on salvaged parts. Owners will rely more upon OPP. Yes there will be more downtime for repairs while people scramble for parts, Yes the cost of owning a Mooney will go up, BUT the market will find equilibrium and Mooney will survive as a parts only business. Everyone acts like raising Mooney parts prices is the end of the world. But look at how Mooney owners react to other rising (some would say crazy) costs: In another topic right now there are Mooney owners that have no qualms about doing some combination or all of full avionics upgrades, MT props, EarthX batteries etc. (i.e about $100K) to gain a few pounds of UL. In another current topic, an owner of a 1961 M20B is looking at spending about $17K+ (and 2 year wait) to reseal 52 gal. fuel tanks. No-one is complaining. Everyone raves about "value". In a 2023 topic, an owner of a Bravo suggested it was realistic to budget about $120k for everything that needed to be done during a Lycoming Factory Rebuild. Of course the cost will be higher in 2026.... In a topic last year to a new pilot about a "new Mooney purchase" it was advised to plan on $75-$100K for avionics, $20K for strip and paint (probably low..), $10-15K for "interior refresh"., etc. No-one was complaining. Owners love to brag about the "value" of spending $80K++ on avionics/autopilot. The point is that you rarely see a post saying "These costs and prices are ridiculous. I am selling my Mooney and getting out of GA because I cannot stomach these eyewatering escalating costs". An exception is the unfortunate fatal crash of N79338 whose 2-owners ago in 2024 said here on MS, "I have neither the time nor the money to take care of 79338 at the moment." @Schllc, in a current Modern Mooney Discussion topic on "LASAR Prices" made the case that LASAR is sincerely trying to keep Mooney parts sales afloat, albeit the "Assurance" plan was "clumsy" and "convoluted". That is why I say that Mooney and LASAR should just keep it straightforward and charge the prices that they need to remain solvent and that "the market will bear". The market will seek equilibrium. It won't be the end of Mooney ownership. Higher parts prices may lure more suppliers like Univair to reverse engineer some parts. It is "capitalism" at work.

I removed my battery years ago and just hand prop it, best of all worlds.

I’ve been sweating it out again being 78 this year and insured with Brown but luckily my agent discussed my pilot proficiency training every year a yearly IPC etc and was renewed although at a 10% increase I’m more than happy to pay.

The problem I have with the fueling hygiene deal is that this guarantees that your paint will eventually be damaged because all it takes is one slip up and no fueling process is going to be 100% perfect. Having just paid $40K for a paint job, that’s a deal killer for me even if all the other issues were moot.

this is 100LL in comparison

I tried Aircraft Spruce, but they got back to me after a day and said they couldn't supply the dials. I next did a Google search for Rochester Sensors distributors, and the first name that came up was John M Ellsworth. I asked them to quote price, delivery and minimum order quantity for a 5404S02105 dial and they promptly responded with $59.55 ea, 4-6 week lead time and no minimum order quantity. They took my order for two with a credit card charge of $146.23 including tax and shipping and emailed an order verification. I'm kind of surprised it was that easy -- we'll see what happens come 4-6 weeks.

The M20J has a wing area of about 175 sq ft. (actually a little less because this area includes the area under the fuselage, but this is close enough for this analysis). The weight of snow varies with water content, but lets consider wet snow which is about 20 lb per cubic foot. So, a foot of wet snow will put a downward force on the wings of 175*20 = 3250 lb. The negative load limit is -1.5g, but this is really a factor of 2.5 since there is normally +1g acting on the wings in flight. So the wings can withstand a downward force of 2.5*2900(gross weight) = 7250 lb. The horizontal stabilizer has an area of 21.5 square feet, so a foot of wet snow will create a downward force of 430 lb. So, what will probably happen is that the airplane will end up sitting on the tail tie down. When I used to fly to Truckee CA for a day of skiing I would often see all the tied down airplanes sitting on their tails.

When crossing the Alps in F150+, I typically see -15°C OAT - no factor at all. The lowest OAT I have flown in was -30°C. Windows get icy from the inside. Cabin heat performance is OK in the front row. It seems to be quite cold on the back seats. I have Reiff engine preheaters which I use of course. Based on what I have learned on Mooneyspace, I add one percent IPA 99% to the fuel when forecasted temperatures go below -25°C at altitude. It's documented in the flight manual.

Maybe their software department was too big. There are not a lot of new features I want or need from ForeFlight. It’s like Microsoft, their office products haven’t had many new features in years, they just keep rearranging the UI to make it more confusing. I wish they would fire the developers and leave it alone. But they have to keep the illusion that you are getting some new value for your money to support their subscription model. With ForeFlight I know I’m getting value for my subscription, I always have current charts and that’s what I really care about. I wonder how many pilots these days have never used a paper chart?

Personally, I would not be comfortable flying any airplane for which I was fearful of performing any private pilot maneuver. Repetition is what builds confidence, and I would want to get a competent instructor and repeat any maneuver that made me uncomfortable until I felt confident. The flight review provides an opportunity to explore the entire envelope of the airplane every two years.

First, thanks for all who post helpful material on this forum, especially diagnostic ideas. You saved me a lot of time (and probably money as well) with a landing gear problem. Yesterday I flew from my home field to work, about 25 nm. All was normal. On the return flight, the gear only came up part way. No breaker popped, and rather than try to get it to retract for the short flight, I put the gear lever down and thankfully had a green light in a second or so. On the jacks, I could not get the gear to retract no matter what I tried, so off with the belly panels. Per the suggestions on this thread, I focused on the 2 relays first. They appeared normal, almost new, and they had power to them when the gear handle was up. I then went to the "up" limit switch. There are 4 wires going to the switch, but only 3 have the terminals visible. When I went to check whether there was power to any of the terminals, simply touching one with the probe (with the ground not yet established) energized the motor. Strange. I ended up removing the switch, and sure enough, the one terminal I could not see had a loose screw. Touching the other terminal apparently moved things just enough for contact to be reestablished. I cleaned everything, reattached the 4 terminals, and everything works as it should. Once again, thanks to those who are willing to share their expertise. It is much appreciated.

I would suggest that everyone knows where the line is between taking advantage of a business and following policy. this is where the moral line lays. some people’s conscience will permit them to cross over the line and others will not. I tend to err on the side of not buying with the explicit purpose of using and returning for one simple reason. When I was 6, I lived next to a Cracker Barrel which at the time was a convenience store. I stole some candy and when my father saw me with it, and asked me where it came from. When I told him, he brought me back to the store and made me tell every single person in that store that I took the candy and to apologize to them. While humiliation was probably too advanced for a child that young, I knew what I did was very wrong, and that impression was indelible. I think about it every time I get close to my line and it still to this day prevents me from crossing. I’m not saying where the line is, that’s for each of us to decide for ourselves, but I’m willing to bet if all answered honestly it doesn’t vary that much.

Uh, just to be clear, I've done the same thing with those RENTAL programs. As you say, those programs are PROMOTED! That is not what is being debated. What is in question is if going to a store, say Walmart, and actually purchasing a tool, taking it home and using it, then going back to Walmart and getting your money back after using it.

Thankfully he's not a member of the Mooney community - just a low life thief that enjoys stirring up controversy on on-line forums. Not that AI is always correct on technical items, but on something as simple as this it's usually right on. When googling "Is buying an item, using it and returning it ethical?" - here's what AI says: Buying an item, using it, and returning it is generally considered unethical if done with the intent to use it once (like "wardrobing" or using a ladder for a single task) because it's essentially free rental and can be costly for retailers, but it's acceptable if the item is genuinely defective, doesn't fit, or wasn't as described, as that's within reasonable return policy use. The ethics hinge on your intention and the retailer's policy, but abusing liberal policies to treat items as single-use rentals is seen as exploiting the system, which can raise prices for others and harm businesses. [1, 2, 3, 4, 5, 6] When it's generally unethical (Intentional abuse) "Wardrobing": Buying an outfit for a single event, wearing it, and returning it. Single-use tasks: Purchasing a tool, using it once (e.g., a ladder), and returning it. Fraudulent returns: Returning items damaged by the consumer or returning used items as new. [4, 5, 6, 7] When it's generally acceptable (Legitimate reasons) Defective products: The item breaks or doesn't work as expected. Poor fit/appearance: Clothes don't fit or look right after trying them on at home (not wearing out). Changed mind: You genuinely decide you don't want or need it within the return period. Explicit business models: If a store promotes "try-it-at-home" models where returns are expected. [1, 3, 4, 7, 8] Why it's a moral issue It's like theft: Intentionally using an item and returning it for a full refund is seen as borrowing for free, which is a form of theft. Cost to businesses: Retailers incur costs from processing returns, which can lead to higher prices for all customers. Abuse of policy: Liberal return policies exist for customer satisfaction, but widespread abuse undermines the system for everyone. [1, 2, 3, 4, 5, 8] AI responses may include mistakes. [1] https://www.quora.com/Is-it-ethical-to-return-something-to-a-store-after-you-have-used-it [2] https://www.facebook.com/LasVegasParentZone/posts/whats-your-thoughts-with-people-using-return-policies-for-when-items-are-just-us/1265986425159594/ [3] https://www.quora.com/Is-buying-something-using-it-for-a-few-days-and-then-returning-it-immoral [4] https://www.quora.com/Is-it-unethical-to-buy-clothing-electronics-with-the-intention-of-returning-it-later-1 [5] https://www.sciencedirect.com/science/article/abs/pii/S0969698921003453 [6] https://money.usnews.com/money/personal-finance/family-finance/articles/what-is-viral-wardrobing-and-why-shouldnt-you-practice-it [7] https://www.reddit.com/r/AskReddit/comments/1hv7ek/reddit_is_it_morally_okay_to_buy_something_from/ [8] https://www.nytimes.com/2024/10/25/magazine/return-policy-ethics.html - - - - - Since the person we’re referring to is amoral - he won't have the moral capacity to understand this and will continue to dispute it.

Absolutely. Use-and-return is a scam and it only causes prices to go up for everyone. If someone does not like a particular retailer, for whatever reason, they should just shop elsewhere, but not cause deliberate harm that will affect all consumers, not just the retailer. Sad to see that members of Mooney community would engage in such dishonest conduct.

I had a conversation with Bill Wheat (RIP) THE GURU of Mooney flight testing while in Kerrville many years ago. We touched on spins in Mooneys in that conversation. He stated that he once (while doing spin testing for Mooney) had one stay locked in the spin for 5 (FIVE) full rotations He said he almost didn't get out of it and NEVER wanted to do it again. So, DON'T INTENTIONALLY SPIN MOONEYS !! Enough said!

Wow, so it’s been a little over a year since this journey started! And it’s getting very close to completion. The plane is now at paint which by design was the final step. to date here is what I have done: changed landing gear pucks rebuilt 1 mag and replaced other with surefly new fine wire plugs new ignition harness mt prop and spinner New prop governor new engine driven fuel pump new fuel boost pump new alternator and hub all new engine hoses new engine mounts baffle tune up and replace as necessary one new turbo, one rebuilt new ELT flight stream 210 for flight stream for flight plan upload wass upgrade new transponder with Adsb in and out Type S conversion all new insulation with 1” SoundEX all new windows and windshield with 1/4” glass and UV protection completely new interior and glareshield new amsafe seat belts, inflators and sensors new rear seat belts new led light conversion new light lenses new tires lemo plugs in rear added complete brake overhaul with new hoses Most recent g1000 software compete detail of interior and fuselage once interior removed new style fuel cap install complete strip and reseal of tanks new comms antennas Bore scope review from savvy with prophylactic valve lapping change all intake valve seals (little less than one quart per 10-12 hours since) change all rotocoils new air filter new inflatable door seal & new baggage door seal. complete TKS system service, with many new lines, filter, prop tube and reglued all TKS strips punishingly thorough annual with Brian Kendrick. There is also and endless list of little things that I can’t even remember. The goal was to make this as close to a brand new plane as possible, and make it completely squawk free. The only item I haven’t done yet are the batteries. I’m planning to use the earthX batteries. The concords are 7 years old and test good for now, if the stc for the batteries was done I would have replaced, if it isn’t done by the time I need them I will install with a field approval. now…. I just have to convince the wife to let me keep it! PS sorry for poor interior photos, lighting was awful when I had my chance and when I went back to the paint shop it was masked off and unavailable to photograph. Really excited about the paint, Joe with Hawk is the real deal super nice guy, great communication, and lets me nitpick to my OCD’s content. Hoping to give birth in march!

Well, here is a report on how it went today (OAT 6*F). After a night plugged in, the oil was at 67*F and the CHTs at 40*F. I ran a small ceramic heater (1500W) inside the cabin for 20 minutes before pulling the plane out of the hangar. With these preparations I was comfortable in the cabin with just a sweater and the engine fired up completely normally. The only "issue" I had was that due to the super dense air I had to throttle back a fair bit to stay out of the yellow arc on the airspeed (at 3500 feet the DA was close to sea level). But 24/24 worked well, even though I had to run ROP (10.2 gph per POH) to keep the CHTs barely in the green. The oil temp was fine though, after covering half the oil cooler with aluminum tape.

I have a $1.8M Executive available, I respond to all requests unless you are on my ignore list. Let’s do a deal!