mooniac15u

It looks like it has only flown 125 hours in the past 8 years.

Is there any reason an AME couldn't provide this service? They are used to signing off on FAA medicals.

It looks like some kind of relief valve or pressure switch. Is it connected to that white wire? It's hard to tell from the photo.

Freshly repaired after the gear collapse?

Upgrading the 430 to a 430W is one path, but there are plenty of ADS-B transponders available with internal position sources.

The 430 lets you legally file/navigate direct to your destination. It also gives you access to thousands of GPS approaches. The tablet can't do either of these things.

Delaware corporations don't remove the legal requirement to pay sales/use tax. They only help you hide from it.

Have you personally seen inside a fixed gear D? Which parts of the retraction system does it have? Or are you just speculating?

I found some very old paperwork from my M20D. "Retractable gear kit" is listed at 20 lbs.

There was a statement about Cirrus having a disproportionately high fatal accident rate. That claim was not supported by more recent data. I suspect that most Cirrus owners would say you buy a plane with a chute for a reason and you pay for insurance so that you have the freedom to pull the chute. I have no personal affinity for Cirrus. I wouldn't buy one and I have no interest in flying one. I'm on my second Mooney.

Cirrus accident rates have been trending down with better training. https://www.aopa.org/news-and-media/all-news/2016/july/24/how-cirrus-reduced-accidents

Most of these cellular switches use the same GSM module that only works on the 2G network. AT&T has said they will shut down their 2G network at the end of the year. T-Mobile uses the same GSM technology and has said they will maintain their 2G network until at least 2020. If AT&T isn't working now it might just be a coverage issue but it isn't going to matter in a month. The good news is you should be able to use a T-Mobile SIM card in your switch.

It's all the left turns in the pattern. The electrons run out of the right wing and into the left.

Maybe you already know this but Hoskins connectors and Whelen connectors are wired differently. If you swap in a Whelen bulb you will need to swap a couple pins in the connector.

I think I asked you about the "tach total flight time" when you posted about your plane before and you said it was data from the digital tachometer. It seems like that would only count hours since the digital tachometer was installed rather than total airframe flight hours.

Are you talking about 23.1353? That is a certification standard.

There are airworthiness standards for certification and for capacity testing. Can you point to a specific FAR that prohibits flight with a partially discharged battery?

Was the HIGH CHT on just one or two cylinders or on all four?

Is your high CHT limited to one or two cylinders? If so, which ones?

The landing gear extended speed is a published limitation for the airframe. How does one decide which limitations are ok to ignore?

And here's @Marauder's cat.

https://www.amazon.com/Armasight-Nyx7-ID-Goggles-Improved-Definition/dp/B007SYIOJ0/ref=pd_sbs_200_3?_encoding=UTF8&pd_rd_i=B007SYIOJ0&pd_rd_r=2QW92XXWWTYFCHB8YYCB&pd_rd_w=xAsui&pd_rd_wg=mkiEK&psc=1&refRID=2QW92XXWWTYFCHB8YYCB

You are correct that 12V is unlikely to cause direct electrocution. I was writing that quickly on my phone and I didn't really adequately describe what I meant regarding the hazard. Without the solenoid those pins will be direct connections to the battery posts. They are much closer together than the posts and accessible to inadvertent contact. If they get shorted by someone working in that area (metal tool or other object) it can generate a massive amount of heat in the battery which is only a few inches away. Also, the solenoid is designed to protect against a reversed connection to external power. The plugs are designed so that the solenoid pin gets its power from the same cable as the positive charging pin. If you connect the other end of the cable or the "plug & jump" backwards it will not open the solenoid and the battery is protected. Without the solenoid a lineman or unsuspecting tech could easily reverse the connection. Either the short or the reverse connection could cause the battery to get extremely hot and possibly even explode. In addition to the battery risk a hot pin also represents a potential spark source which could be hazardous if flammable substances are present nearby. If other people might at some point have contact with that area of your aircraft they would likely not expect that pin to be hot and might not treat it with appropriate caution. In my experience with process safety an exposed, energized port with no shutoff would be deemed a safety hazard. Another aspect to consider is, if your basis for the modification is a parts list and drawing for other Mooneys that is normally based upon the installation being done "In Accordance With Mooney drawing xxx." Leaving out part of the installation depicted in the drawing probably no longer allows you to state that it was IAW the drawing.

That sounds really dangerous. If anyone touches that pin they could get killed. Since the standard configuration includes a solenoid nobody will expect it to be hot all the time. Any mechanic or avionics tech who might remove that panel to work back there or might plug in an external power unit during maintenance could come into contact with that pin.

You might find this thread useful.