Andy95W

I'm split right in the middle about this. Is WAAS/LPV better? Absolutely. Is it necessary? That depends on the pilot/owner. (For me- no.) I also disagree with Paul Kortopates' determination that a new instrument pilot without a WAAS box will "only be getting less than half of the training" needed to fly with one. Instrument training takes a minimum of 40 hours. Do you expect me to believe it took you 20 hours to learn the transition from basic GPS to WAAS and from LNAV to LPV? No, it probably took 1-2 hours. Saying "half" is unconvincing hyperbole. And Cliffy- we're now doing CAT III to 300 RVR. The approach and autoland are the same, but the taxi in is now the most difficult part. Briefing the taxi takes more time than briefing the approach.

Ken- you're not in the CB club, so you probably wouldn't understand. Richard- my response to you was a little tongue-in-cheek, but seriously : respect.

After 3 oil changes, that's a whole quart, and that's like real money!

Open up your left cowling cheek. Probably coming from your electric fuel pump, or somewhere between there and the carburetor. Please post pictures.

I've seen the videos, they're very impressive.

Bob- any performance increase for the Scimitar that you've noticed?

Same for me!

Great news about the instructor and airplane. Most here will suggest you learn how to land in somebody else's airplane, not your own, for the obvious reasons. Student pilots are hard on landing gear. Try not to worry too much about the transition and airplane type issues. Cessnas fly like Cessnas, Cherokees fly like Cherokees, and Mooneys fly like Mooneys. But at the end of the day, they all fly like airplanes.

I was stationed at Fort Hood back in the 1990s and enjoyed the no fees/no taxes there. Then I moved to Virginia and got hosed just like Brian.

Or how well does the F takeoff and land on a river sandbar in Alaska? Tundra tires on the F might get stuck in the gear wells.

What Rich said, above. Also, it almost looks like the mixture and ram air control cables mounting locations got swapped over the years. That would get rid of all the extra washers. It will be nice to see somebody else's pictures.

Find out which airplane your local flight school uses. That's the one you should use for training.

If you buy a Comanche 400 you're going to lose some street cred here at Mooneyspace...

Ross, I don't think either of us were saying it was nothing- I definitely get some peace of mind when I fly away from my prop inspection. It's more a response to the OP who was asking how big of a deal it was. The guy from my local prop shop who actually does my ECI does the inspection very dutifully, but I get the impression by his demeanor that he really isn't expecting to find any cracks. Now, if @Cody Stallings gets on here and starts saying he is finding a bad M20C prop more than every 2 years, I'll buy a new hub well before my next ECI, and probably within the next 2 months. Maybe from Cody himself.

Definitely the most bang for the buck for less than $500 and the easiest/fastest installation. But when I get tired of mine, I'll install David's mod.

That's interesting, and I don't know the answer, but the ElectroAir guys say that it starts the engine better than impulse couplings or Shower of Sparks- hopefully someone around here can chime in or understands why your friend's doesn't work as advertised.

I'm still with @steingar about the 182. It's not better than a Mooney, but it is a great airplane in its own, different way. -It's about as fast as a Piper Arrow -It can carry a crapload of stuff -It's about as easy to fly as a 172 with about the same insurance rates -When it comes time for a PPI, you don't have to look for a Mooney specific A&P. I'm pretty sure my mother could work on a 182. -It's engine is as bulletproof as the O-360, more reliable than the IO-360, and smoother than both of them -If you get bored, you can swap out the wheels for floats or skis -You can land it on a sandbar in Alaska or an insane mountain side airstrip in Idaho -Your wives will never call it cramped and uncomfortable

If you don't have pictures, Rich, it never happened.

Exactly! This AD originated with aerobatic airplanes, then it expanded to agricultural applications, then to over 300 HP applications. Eventually, it was expanded to all Mooneys for some nonsensical reasons- probably partially so that Hartzell could sell more hubs and prop overhauls. I hope I didn't just jinx myself for my next prop inspection 90 hours from now.

Dang, Byron. You need to wrap them yokes. Makes your legs look good.

This question was already answered in a related thread.

I get what they're saying, but I would definitely replace the left magneto. 1.) You'll get more in resale for your left mag. 2.) You'll get the high energy Electroair spark for starting- which will help a lot of your hot-start issues. 3.) You'll pay a lot less for right magneto overhauls and 500 hour inspections than for the left mag.

The Cleveland guys at Oshkosh will give you an earful about those new seals. From what I remember they were pricier than I wanted to spend. But, then again, I'm a cheap ass with an old paint job and my wife isn't a high-paid lawyer... (It was nice meeting you guys at Friar Tucks, by the way. I can't wait for July to get here.)

I would have to get a hotel room if I made that trip.

Well, it is a twin engine airplane and those are more dangerous than singles...