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Following upon this, I didn't realize it but there's an ADS-B tower at my home field (shown on ForeFlight map). Now I just need to identify it. Supposedly they look like this. Sent from my iPad using Tapatalk

As M0 said they display on my ForeFlight map and there are several around here. I've never gone searching for one but may do so later today just for fun. I'll report back if I find one and may snap a pic for y'all, that is if I don't crash into the tower.[emoji15] Sent from my iPad using Tapatalk

My IA does this at every annual (as do I). I'm not trying to suggest that MSCs don't provide oft-needed expertise but I might argue there are many excellent Mooney-proficient A&P/IAs out there who don't run an MSC. It shouldn't require an MSC to see an exhaust pipe rubbing a hole through an engine mount or mouse-droppings in your wings. But there are certainly times when an MSC would be an obvious choice for specialized service/repairs. Sent from my iPad using Tapatalk

My average J gets ~17 nmpg in still air. You're saying the behemoth under your cowl can top that? Get-outta-here![emoji846] Sent from my iPad using Tapatalk

Wouldn't you have to file an ICAO flight plan with the proper RNP code to receive this approach from ATC? It looks similar to a DME arc but without a reference fix, certainly above my pay grade. Sent from my iPad using Tapatalk

SOLD.

SOLD.

Quality Aircraft Accessories out of Tulsa sells the original Champion/Slick harness (w/ NEW cap) online for only $585 w/ free shipping. I've yet to find a better deal. The M2916 should fit your A3B6D. You're welcome. Sent from my iPad using Tapatalk

Use a DMM (digital multi-meter - available at Sears for $20) set on ~24V DC to check the voltage from your starter solenoid to a nearby ground. It should read ~12V+ while cranking. If it doesn't you've likely got a bad solenoid or bad connection elsewhere. If it reads 12V+ and still no worky then suspect the engine ground or starter itself. Sent from my iPad using Tapatalk

At this time you must be within the 30-mile "hockey puck" of airspace from an aircraft broadcasting ADS-B Out before before a ground-based tower will ping you with the traffic data. You'll still receive direct broadcasts from others with ADS-B beyond (or within) 15 miles but you won't see plain old mode C traffic (unless you're in somebody else's puck area). This is reportedly an FAA incentive to get people moving on the upgrade to ADS-B Out. AOPA and others are working hard to get this policy changed. The weather's the same but traffic is downgraded. Also please note that even with a complete system there are still a few holes in the traffic system. I've been ADS-B compliant with a receiver for ~3 years now and on occasion I've seen planes with my eyes that did not show up on my screen. Not all planes have transponders, and not all transponders are reliably functional. In addition planes at low altitude are often below primary radar coverage. I used to query such planes when sighted if they were using a transponder but often my inquiry just pissed off their pilot so I've now quit asking and just try to be more vigilant. Sent from my iPad using Tapatalk

Absolutely!* Since getting the IR my fuel bill has tripled. And now that we're zipping across the country my wife is longing for the added room and utility of an A36 (she now wants to bring friends along with us and the pooch). Since that's not in our retirement budget I'm looking to work out a rental deal for access to the big Bo or a Saratoga. If I was still flying LSAs this wouldn't be an issue. *Written in jest but with a hint of truth. Sent from my iPad using Tapatalk

This is a very personal decision and I certainly respect yours, but to say "If your engine quits you're screwed" is a defeatist statement and resignation to failure that I do not share. Certainly if you overfly large expanses of LIFR conditions your risk is greatly increased but that's what setting personal minimums is all about. OTOH I don't believe flying IFR over 1,000' ceilings is grossly more hazardous than flying VFR over scattered cumulus with 1,000' bases. I try to learn from others' bad experiences but ceasing to fly IFR because of one person's bad experience isn't in my DNA. Taking flight has inherent risks and we must all manage them to match our own risk tolerances. One of my very few areas of expertise is in managing personal risk so I may be more comfortable than some in discussing the subject, but I can tell you with certainty that in any emergency situation accepting that "you're screwed" is the worst possible thing you can do. Everyone has the right to make their own decisions about risk tolerance, and I greatly respect those such as Cliffy who've made their choices based on thousands of hours experience. But for me, at this point in my flying career, I have no issue with taking full advantage of my plane's capabilities to reach my niece's wedding or nephew's graduation on time. If there's ice, or embedded CBs, or significant LIFR enroute, sure I would scrub (or fly commercial) but usually a relatively safe IFR flight is possible. Also, the insurance companies must agree to some extent as they don't give a ~25% premium reduction for no reason. Sent from my iPad using Tapatalk

I'm glad you posted Tim. I was previously a partner in a Mooney and it was a great experience for me. I eventually departed the partnership under amicable terms, mainly because I wanted more avionics, electric gear/flaps, and a bigger plane (moved E to J). Still, when I roll open the hangar doors to greet my baby the pride of ownership is incredible. But if it adversely affects one's financial position then a partnership can certainly be nearly as rewarding. Sent from my iPad using Tapatalk

Ranger, it's always going to be a crapshoot but I believe the odds are in your favor if your PPI is thorough and you're not buying a cam problem (which there's no way to know). Look for a recent tank reseal; all Mooneys eventually need it. Buy with avionics you can live with; you'll never recoup your money on upgrades. The fleet is aging so there will always be squawks but they don't have to break the bank. Sure some people can afford to overpay on annuals and maintenance but if you manage things well a few AMUs a year should easily cover it. Just don't buy a plane with a corroded spar or a 10 year old rebuild with only 75 hours TSMO. Sent from my iPad using Tapatalk

Yep, Marauder's right. If you're asking "should I buy a Mooney or pay $400 more per month for 1/3 ownership in a Cirrus" then you're definitely in the wrong place. Mooniacs are a different breed altogether and we have no shame in flying a time-tested aircraft, particularly if we can claim "she's all mine"! Sent from my iPad using Tapatalk

Few people ever update their "terrain" databases as the earth's surface just doesn't change that much unless you live near volcanic activity, but you CAN get the update from Garmin for $149. OTOH an occasional "obstacle" database upgrade is advisable and only costs $50, also available from Garmin. Either require a proprietary card writer (from Garmin) though a good avionics shop will do the actual programming for free if you pay for the database. It's the same database for the GNS 430/530 WAAS or non-WAAS. Sent from my iPad using Tapatalk

Yep. That's part of my pre-flight check prior to every run-up. But as you said FOD is a whole 'nuther matter. Sent from my iPad using Tapatalk

True, but the Klixon switch that controls my electric trim system has an integral breaker. Additionally it's still functional if my AP is turned off. So I never considered that the AP "breaker" would affect the trim system. It might; sounds like it does for some planes. Always learning. I'll report my findings here once I know. Sent from my iPad using Tapatalk

Perfect! Thanks. Sent from my iPad using Tapatalk

You can order the color of your choice (black) directly from the distributor for only $1.15 each but there's a 25 piece minimum (or you can get 10,000 for $0.59 each). IIRC Walmart only stocked packs with green, red, and blue. https://store.penpalholder.com Put an order together and I'll take 5 black. P.S. I don't see an STC available though. Sent from my iPad using Tapatalk

Hmmmmmm. Maybe I'll learn something today. I wouldn't have thought this to be the case but will check on it soon. Sent from my iPad using Tapatalk

Please don't call the FSDO. If it helps it's attached with Mooney Glue. Sent from my iPad using Tapatalk

I use the PenPal like Paul linked to above (also available at WallyWorld). It's very tacky (soft polymer) and I've yet to lose a pen from it, and it's "peel and stick" as well. Here's what it looks like on my panel.

Oh hell, you can dispense with all that British decorum! Considering all the talk about Comanche 400s we have to endure on MOONEYSpace he's lucky to still be on here.[emoji14] Sent from my iPad using Tapatalk

I actually did exactly that last week. One red and one yellow for the AP and AH right the middle of my breaker panel. The trim already has a breaker/switch next to the boost pump. I feel better now. Sent from my iPad using Tapatalk