Ragsf15e

As @N201MKTurbo said, there are a couple more in depth things that should be checked first, but the squelch is adjustable if the radios were properly set up and grounded. Others have had issues where they needed to lower the squelch from standard on their 650, so I wonder if the shop played with it? Also, are your antennas top/bottom? If they’re on the same side, how close?

Could the machine shops make enough to make yours work? Definitely opp? Did you happen to ask Mooney just to see what they say? Good luck, we’re all counting on you!

It’s California Purple time of year!

I think @EricJ nailed it here…

P leads are really sensitive. Also check the security of your ignition leads where they attach to the plugs. Those go just barely past finger tight and if they come loose, you can definitely get some weird stuff.

Check this, i bet you’ll do better on your own, but the faa is trying… https://www.faa.gov/news/safety_briefing/2018/media/SE_Topic_18-12.pdf i tried this a while back and didn’t love the app. Your climb is definitely better than I would have expected in my F. You were light so that helped, but I would have expected 1100 fpm for the first few thousand feet, then decreasing to 500-700 fpm by 10,000.

I think you can use them pretty effectively if you’re realistic in data collection. The biggest factors affecting climb are weight and power. The aircraft is pretty sensitive to weight and since adsb doesn’t have that info, it’s all on you. For power, there are myriad things that could affect it, but the temp is going to make a significant difference, especially the temps aloft. Everything about the engine and propeller is less efficient with that high density altitude, so you’ll have to normalize that somewhat. Finally, turbulence is going to affect your climb and speed somewhat, so only count smooth data. I believe there’s an faa or aopa app for doing this. Flight performance monitor or ga performance or something like that.

I agree with you on this, but even if i was sure i was on the right freq and my initial clearance (from takeoff) was through the tfr, I’d probably query the controller before going through a tfr. However, there are different flavors of tfr, and some specifically say aircraft may be allowed through on ifr approach to certain airports (like a baseball/football game in Seattle and approach to 14r at KBFI). If I’m on the approach there, I know I meet the requirements, I wouldn’t ask.

Here’s the reference. Apparently it’s in an fdc notam. I don’t monitor it perfectly either, but I try to most of the time. https://pic.aopa.org/discuss/viewtopic/169/2151

We have an old thread on this. After reading through it, you might be right. Lots of different disagreements on the plugs. If your engine runs fine with massives, there’s probably no reason to use anything else.

Dunno. My fine wires came with the airplane 9 years ago. From what I’ve heard/read, you’re at the end of service with massive by 300 hours, but maybe not?

Technically you’re supposed to when possible. It’s in the AIM, forgive me but I don’t have the reference right in front of me.

Only if they’re vfr - then it’s definitely required. If you’re ifr, you don’t need to hear that, your “clearance is clearance”.

The thing with fine wires is they last much longer than massives. They cost more up front, but I’ve just started replacing a few at annual that were showing high (or low) resistance. They were still running well. They all made it 800 hours, and some are still going! You’re gonna buy a couple sets of massive at least in that time.

Imo, the short bodies are perfect for 2 people traveling because they have the same front seat room as all the others. They might even be a smidge lighter/faster? I travel routinely with my wife and 2 kids, so I want the backseat leg room, but if it was just 2 of us, an E would be just fine. Well, actually, I do like the 64 gallon tanks on the F. We do a 525nm trip to grandmas that would be difficult with an hour reserve in a short body since they have less fuel. I usually try to depart with 55gallons on that trip depending on winds, although it can be done with less gas if you go high and or lean of peak.

Actually I agree with you in that I wouldn’t plan a route through a restricted area since you probably won’t get it anyway and it could be hot. However, if there’s one in your way, it never hurts to ask if it’s “cold”. If it is, atc is allowed to clear you through. The one near Yakima i mentioned, R-6714, even has its status on the Yakima atis so you have an idea. Many of them are hot a lot of the time though, so don’t count on going through.

Are you sure? Do you mean P area, not R? Restricted Areas can be cold when not being used and ATC can let you through. Prohibited areas on the other hand, they can’t. Example R-5306A on the east coast is typically cold on weekends and ATC can clear you through. Out west I have to file around R-6714, but when it’s cold they clear me direct destination right through it.

I like my F, but I only have a few hours in a J to compare. The E/F are pretty simple, so that’s a maintenance bonus. However, they are older and possibly have more chance of corrosion, so a good prebuy is really important. The F has the same backseat room as the J/K, but the E is barely suitable for smaller adults. If you have 3 people, the backseat passenger can sit sort of sideways. There really aren’t any weird handling issues with either and they have good useful load. Es have less fuel (I think 52gal) vs 64 for Fs. No issues with the IO-360A1A. It has two independent mags, so that can allow for an EI. Youll see 140-150kts cruise at 6000-10000’ at 10-11 gph. Maybe 140 if you want to use lean of peak at 9 gph. Spare parts are available but a few specific ones are harder to get. That’s the same for other mooney models. Mooney is producing parts but some are long time.

Hopefully they are relatively Mooney Saavy because sometimes there are issues bleeding the brakes. There are many “techniques” on this too… it brings out all kind of suggestions. If your shop has smart skilled people they will probably be fine. If there are issues with squishy brakes afterwards, ask here and we’ll get you squared away.

Yes, but is the ipad capable of cell service, even if you don’t have a sim card in it or cell service enabled? Because the models that are capable of cell also have a separate gps. Some models do have a separate gps, but all the cell capable ones have it. I have an ipad mini without gps and it only provides position when connected to the internet or an external gps in the airplane. airplane mode doesn’t disable gps reception.

What fuel options are at the small private one? If you’re going in/out pretty light and that forces a fuel stop, the bigger airport makes more sense?

@mikey757 if you do find it doesn’t have gps, it’s not hard to get an external one which will also likely get you adsb in traffic and weather on the ipad.

I’m not an ipad superstar, but I’m pretty sure it can use “other location services” when connected to your home internet. It’s using other devices on your network like your phone or known network locations. Try it outside your home not connected to your network. If it’s not the cell version it likely doesn’t have gps.

As @haissaid, your ipad needs gps. The ones that are cellular capable definitely have gps. If no gps, then you need external like a scout, sentry, strus, etc. what avionics do you have installed, some of them will provide gps to an ipad (gtx345 being one).

Wage rate up to $150 (down here) or temp down to -10c up there?