Rwsavory

Whoever said that is wrong. In any event, good luck in your training.

The Mooney you should buy for IFR training is a Cessna 172. Seriously though, you should rent a suitable trainer rather than use a complex airplane for this. It will make getting the rating a lot easier and avoid wear and tear on your plane.

Looks like a nice plane. You might try typing out the info and posting the pictures, instead of just attaching a pdf. More folks will see it that way. GLWS.

Your GF is right.

I like my panel full of different dials and gauges so I can pretend to be a 727 flight engineer.

The only time I really notice my compass is when I bump my head on it.

You shouldn’t draw that conclusion. In most of the U.S. you get cleared direct to your destination with no significant route changes. And in most areas you can fly VFR en route without talking to anyone.

For the last 10 years I’ve had both a WAAS GPS and nav/com, and I have yet to encounter a situation where an rnav approach wasn’t available. Not to say that that it couldn’t happen, and it’s nice to have the vor/ILS, but I think that’s the reality of where we are now. As far as training, I think it would be worthwhile learning to do the ILS. It’s quite different from doing RNAV approaches. You could rent another airplane for that part of your training. It would be easier doing your check ride in something like a C172 anyway.

On a recent trip I needed one waypoint spelled out 3 times. I felt sorry for the controller. I have a mental block with the phonetic alphabet, apparently.

A Texas jury recently awarded $12 million against Raymond James & Co. One of its VP’s was taking clients in his Baron to view property, and he ran out of fuel. This news will certainly make the rounds of HR, in-house counsel and risk management folks around the country. This is a different scenario than that of the OP, but it doesn’t bode well for leniency on company policies in this area. https://www.msn.com/en-us/news/crime/jury-awards-12-1-million-to-houston-families-of-those-killed-in-2019-kerrville-plane-crash/ar-AA14YVes?ocid=msedgntp&cvid=3aeb8e4e22784ff2ac8f2c58452c8031 https://texaslawbook.net/jury-awards-families-of-fatal-crash-victims-12-1m/

This is a common policy for larger businesses. It's going to be a hard sell to try to get around it. The liability would occur if you have an accident while flying "within the scope of your employment." The fancy legal term is Respondeat Superior. https://en.wikipedia.org/wiki/Respondeat_superior

The standards under Basic Med are more lenient that Class 3, and issuance is not directly reviewable by the FAA. Also fewer medical exams are required. Any state licensed physician qualifies, including chiropractors and nurse practitioners. I found a doctor whose practice is mainly commercial driver exams, and he was more thorough than my last Class 3 exam.

1. Ascertain that aircraft airspeed and groundspeed is Zero. 2. Stand on wing walk holding pumpkin firmly in hands. 3. Extend arms so that pumpkin is forward of wing’s leading edge. 4. Release pumpkin.

You may need to have the shop bleed the system again. We had new brake lines put on our plane some years ago, and it took repeated efforts to get all the air bubbles out.

I think it is. There are many pilots flying fast airplanes IFR with a single axis auto-pilot.

Get some shoulder harnesses installed. Flying with just a lap belt in the front seats is not safe.

That’s a great landing, but your instrument panel doesn’t have enough stuff in it. Sorry.

I use the Mooney Flyer status work sheet featured on this page. https://themooneyflyer.com/tools.html You can modify the suggested intervals as you see fit. For me, battery is on condition, but 4-5 years is a good benchmark. Mag and alternator iran at 500 hrs, etc.

A leisurely morning flight over Eastern Arkansas.

The chrome plating is very thin. There's not much more you can do about it. I would leave it alone at this point.

"Yes, Honey, I listed the plane for sale."

Travelling 175 nm the difference between a C182 and the faster models is probably 12 minutes or so. Considering you will have multiple owners and pilots, need good dispatch reliability and are flying to a 2700 foot field with trees it's going to be hard to beat a C182.

I’ll spend some of your money. Get a G5 HSI with the magnetometer oat probe and interface to your a/p, and a Garmin GPS. The G5 will eliminate the annoyance of your existing HSI’s precession and the very high cost of repairing it -when- it goes bad. You already have the G5 AI, so you will gain redundancy and have easy compatibility. Save the fancy engine instruments for your next plane.

I would do the prop and the alternator and leave the rest of it alone assuming no problems.

I’m just a lowly private pilot, but I would say that plane is not airworthy.