Andy95W

Kinda, but not really. -3 written tests, General, Airframe, Powerplant -1 oral that will encompass all 3 areas -1 practical that will encompass all 3 areas

Counter point: I've never "almost burned up my starter." But if I had an M20F, I would absolutely want the extra 20 horses also.

In the past few years, there have been 2 schools of thought here at MooneySpace: 1.) avoid at all costs except for transitioning through that range. 2.) never set a cruise rpm in that range, and avoid it if possible. In the traffic pattern, with the propeller set full forward and the engine producing minimal power, just fly the airplane (not that it matters, but that's what I do). A few weeks ago, either Rich @N201MKTurbo or maybe @Yetti posted that it was to prevent bad harmonics caused by the power pulses of the ignition stroke at those rpms. So I'm sticking to what I've been doing for 20 years of Mooney flying.

Carb ice in a Lycoming isn't the bugaboo most people think it is. Pretty much doesn't happen and definitely not a big deal. I'd much rather think about carb ice 2 or 3 times a year than a hot start in an IO-360 every time I go to get gas at a different airport. But it would be nice to cruise at the same speed LOP and save 3/4 gal per hour.

Actually, this means you're missing the Flight Manual Supplement portion of your aircraft records. It should be a signed, factory document with the original weight and balance for your airplane and an original equipment list. It will also include weight and balance examples, loading charts, and graphs.

You get into a rhythm after a while. Once you're really in the zone, you'll look up and realize you're less than 1/2 way done. That's when it sucks.

That's the same year as my M20C. Except your 400 could tow my C like a glider.

It's both. There is nothing in the program that specifies "one-time use". But a 2-minute conversation with the FAA guys at OSH last year was enough to assure me that using this program more than "a couple of times" (their words) will definitely get you questioned about when you intend to equip with ADSB out.

I don't remember exactly- do you have your instrument rating? If not, you've definitely got the right airplane for the job.

Good to have you back, Scott. I'm still jealous of your Missile! Lucky SOB... (I'll include this: so that everyone knows I'm not being mean or insensitive.) Awesome picture, by the way-

⬆️⬆️⬆️ Cliffy just described my fuel tank drain to a 'T’.

Looks like you need # 12, 8, and 14

I'm with Skip. I have a KX-155 that's 30+ years old and the display is on the verge of going out. $1800-3000 to overhaul and get a new LED display is pretty cheap for a radio that'll most likely last another 30+ years.

Sad, sad, sad. I talked to Bob at two different Oshkosh's. I'm really glad I did. About 5 years ago or so, Bob started a thread about when would be a good time to stop flying. Almost as though he had something on his mind bugging him. 3 or 4 years later, he did his Coast-to-coast flight in his M20E. Good for you, Bob! Blue skies and smooth air, we will miss you.

First things first- how long ago were the tanks resealed? If it was only 5 years ago, and it was done at a top-notch shop, then you should just have that one weep repaired. If it was 20 years ago, that's when you'll need to decide between full strip and reseal and bladders. (If it was very recent, it might still be under warranty). In between 5 and 20 years? Depends. How lucky are you, generally? Besides being more expensive and reducing useful load, bladders will likely add a some to your resale value. A good, modern strip and reseal at a well known tank shop will probably last a solid 20 years. Last time I checked prices, it was around $6-7,000 for reseal, closer to $10,000 for bladders. But don't hold me to those numbers.

I'm not... yet. Last October I PM'ed Parker and gave him my numbers, and how much Falcon was going to charge me. He said he really couldn't do any better. But from now on, every October, you can bet I'll run it by him.

Yes. Depending on the application, one of the small terminals is either connected to ground or power. https://www.aircraftspruce.com/catalog/pdf/Lamar Starter Overview.pdf

I'm doing some upgrades so this is a really good question for me, too. ? @Parker_Woodruff ?

I have TCAS at work, as well. Getting used to ADSB traffic warnings will take some adjustment, since all you'll receive is the equivalent of a TA, and of course you'll never get the RA. First and foremost, you'll have to configure the parameters that will result in a traffic alert on your iPad or portable display. How much/how soon of a warning you receive is based upon how program the unit based upon how much distraction you want and how busy your normal airspace is. When I get a traffic alert (through my headset- highly recommended), I begin scanning for traffic. My Garmin shows a trend vector, so that shows which direction the opposing traffic is moving. I simply steer away from that other traffic's path and- most importantly- I ensure my altitude is more than 300' different from theirs. I have never received a traffic alert while IFR, but I fly around a fairly quiet area, all things considered.

This is great- we posted the exact same altitudes at the exact same time.

8,000-11,000 feet, depending on winds aloft.

*Deleted post* 'cause I started getting sucked back in again! Back to happy thoughts and Mooney talk, for me.

Well, they do say that ignorance is bliss.

Sure there is. Step 1: get your money together Step 2: send it to Garmin See? Incremental.

In your M20A, I'd start at 120 mph, and allow it to decrease as you climb. 120 is good for engine cooling, but at higher (cooler) altitudes and lower power output, you'll do better finishing your climb closer to Vy. Also, try 2600 rpm or wherever the engine is running smoothly. You will definitely need to lean the mixture as you climb. How much is dependent on whether or not you have an engine monitor. Try a search for "Target EGT". When you get to an altitude where your engine is only producing 65% power (go by the charts in the POH), you can lean as much as you want without hurting the engine.