MikeOH

20% in one chunk for an established product sure is gouging. But, as I said, that's fine because I believe in capitalism. Don't like it, buy something else; we agree. My beef is with all the rationalization in justifying and excusing Boeing's price hike beyond the simple answer that's what they can get away with. You're still doing it: "Far fewer features" Is that really true? "1/10 the R&D budget" First, do you have any real evidence of that number, or is that just a made-up number to bolster your defense of Boeing's gouging? Second, I've noticed Boeing's new features seem to only be available to the highest price version of their product!

Ah, so as long as that total is greater than what Boeing charges for Foreflight you'll be happy?

This response is directed at both you, @PT20J, and @mhrivnak. 1) Don't think you are the only ones with management, product support, and marketing experience! 2) So, if it costs oh, so much to maintain software or it 'dies'. Then please explain how other POPULAR EFBs like FlyQ, and FltPlan Go manage to thrive without gouging their customers? 3) It never ceases to amaze me how many fan boys will defend companies that jack their prices by 20% at a time

Hmm, you state your opinion in the tone of fact! I don't agree. Here's my opinion, stated as fact: Software is NOT a manufactured product. Once developed, it costs virtually nothing to produce, and very little to distribute. And, subscription renewal is virtually without cost. Yes, there are marketing and support costs, but the existing revenue stream easily supports new product feature development WITHOUT any increase in price. I see zero reason Boeing NEEDS to increase price to "remain dominant in a stagnant market". Frankly, raising prices in a stagnant market sounds like a great way to drive their existing customers away! I'm sure going to look into other options! What it is, is simple capitalist greed (which I have no problem with, actually): Boeing is raising prices because they believe they can get away with it. I'm not buying it has anything to do with 'cost increases' or 'stagnant markets. I maintain Boeing bought Foreflight precisely because they saw a cash cow that wasn't being "fully milked!" Time will tell if they lose appreciable market share; I have no idea how much of their revenue stream is from hobby GA pilots like myself (where price matters) vs. corporate/pro flight departments where this price increase is 'lost in the rounding". That is, Boeing may not give a hoot if they lose a small GA customer

I went with the Aerolites Fusion PAR46. $160. Installed myself under A&P supervision (no issues with fitment with the stock mounting ring/hardware) and had him do a 337...another $100. Their web site is clear that it is NOT an FAA PMA/TSO part, which is why I had my A&P do the 337. I figure that will cover me when I go to sell. I've had three different shops perform annuals since installation and none even mentioned it. As a last resort, if some anal A&P or buyer throws a hissy fit, I'll just remove it and put in the crap incandescent to make them happy I leave it on from take-off to landing...I can't imagine how many incandescent bulbs I would have gone through by now!

@philiplane Thank you for your detailed response! I have suspected that a low synchro drive may be the issue, but was hoping not to have to dive in with a 'scope under the panel! But, it's looking like that's what it's going to come to. UGH! I don't have any info on the magnetometer/slaved compass system, but the compass is happy with the output as it performs properly. Maybe it's just a broken harness wire to the Strikefinder... I can hope

Yes, I have a wiring diagram (and, I'm an experienced EE), and my panel is the home to a couple of million white wires...not all labelled perfectly! I have both the experience to troubleshoot this, AND the experience to know that is the HARD way to fix this. A much easier way is to hope someone has seen the problem before and knows the solution; hence my post.

Be aware that the Strikefinder is available with and without 'slaving' ability. And, Insight now offers a 'high tech' heading source with a 'solid state' gyro. Mine is ancient and relies on an external magnetometer.

I have an Insight Strikefinder that has always worked well, but has never slaved to my electric compass. That is, when I turn the aircraft I have to clear the Strikefinder display and wait for more strikes. The electric compass also has its own compass card which is working properly. IOW, both instruments work properly, but there is a problem with compass feeding the Strike finder. I realize it's a long shot, but I'm posting in the hopes someone has had this same issue and can point me to the problem. Thanks in advance!

Touch and say (and, I admit I'm kind of weak on the say part...usually more mental, or muttered under my breath; need to work on that!) I commonly fly 'one tank' flights. My method is to note which is the fuller tank when I 'stick' the tanks on pre-flight. Then, once in the cabin, I set the fuel selector to that tank. This is the FIRST thing I do mostly because it's easy when you are getting into the plane, before strapping in. Then, I verify (touch and say) before engine start as part of the pre-start checklist. Then, again during the run-up checklist. Finally, when my Garmin reminds me to switch tanks, I'll look down and confirm I'm on the desired tank.

Well, that's because we are all stuck in our daily cells paying for the politicians' drink fests

All I can say is that I'm surprised it took Boeing this long to jack prices. Maybe they were too busy with the 737 MAX debacle...now they've figured out a way to pay for the damage!

Hmm, it doesn't matter how slippery or sticky the slope is...when the slope we are talking about is a CLIFF!

I completely understand why a company doesn't want you flying other employees around. My issue is with flying MYSELF to where the company needs me. If I am paying for the cost, then there should be no prohibition. After all, if get in an accident on my drive to work and there is a lawsuit, it will only be against me; as it should be. Why should it be a different standard merely based on my selected mode of transportation? My duty is to get to work, how I do that, and the risk I take doing it, should be none of my company's business! If I accept payment for my travel, then I can see how the company would be dragged into court in the event of a mishap.

You'd think it would not be a problem, but it is! I suspect it is NOT a problem to your 'normal' office location. The problem arises when you need to travel to another company site; the company, somehow, says that is NOT commuting! And, yes, I work for a HUGE aerospace company whose 'someone' high up really, really, wants to prohibit it!

My company prohibits it, as well. Really ticks me off that a company can fire you for HOW you commute to work! I could drive, or ride a motorcycle (arguably a similar level of risk) without issue.

Pass the garden hose!

Nothing unusual about 10 hours, at all.

Chiming in late...but, I was faced with the exact situation 5 years ago: I wanted an F with manual gear. I looked at a LOT of planes before finding mine; it had everything I wanted BUT had electric gear! I bought it anyway as the REST of the plane and its condition was way more important than what kind of gear it had. I have not regretted the decision (i.e. the electric gear has been trouble free!) The F does not have the no back spring of the J and later models, but the Dukes transmission in the F has 100/200 hour periodic maintenance requirements (inspection and lubing with special moly grease) that you do NOT want to skip! And, the gear is nearly as quick as the J bar! (I have many hours in a J-bar M20B) IMHO, you'll be happy with either one; just don't make the buy decision on the gear!

Nah, call Google; they know where you are, AND what you are doing!

I just have to chime in and agree with this 100%! I've owned my Mooney for 5 years and have only recently started to see my AI become slower to come up (i.e it's giving me fair warning). I have a stone-simple vacuum backup (intake manifold system). I, too, have the high-low vacuum warnings, and flags in the instrument. While I read here about how 'unreliable' a vacuum system is, and therefore how the safe solution is to run out and spend a small fortune on 'glass' and AHRS, etc. to dump the vacuum system....the PROBLEMS being discussed here seem to revolve around weird failures, software glitches, version updates, etc. with the new 'reliable' electronic stuff. As a career EE, this does NOT surprise me at all. Thanks, but I'll stick with what sucks!

Another data point: I do mag checks at 1700, but not full rich (IO-360A1A) and typically see 25-40 rpm drop.

I am a little hazy on what is required for a PMA. Some of the posts seem to be implying that the fact McFarlane has a PMA they could begin manufacturing other Mooney parts if they wanted to. I thought EACH part had to have a separate FAA issued PMA for THAT specific part. I'd love to be wrong on this; set me straight! Also, as a potential manufacturer I would be very concerned with products liability, especially with a critical single point of failure part like the no back spring. How big is that market and, ultimately, how much profit is to be made vs the risk/premiums cost.

Finish your PPL. Don’t worry about the transition, it is no a big deal. Same with HP and complex. Fly some different planes; make sure you really want a Mooney (I’m probably going to be excommunicated for that comment!) There are many ‘flavors’ of Mooneys; what will you be using the plane for? Local hops & and an occasional trip? Or, depending upon it for biz transportation year round? Even the latter won’t truly be year round in some parts of the country. You might want to rent for awhile after your PPL just to see how you actually make use of a plane.

Well, after reading about this debacle, I'm really glad I'm not looking to paint my plane anytime soon! I also can't help but be pretty disappointed in the comments that imply the OP was somehow responsible, even partly, for this. Frankly, this acceptance of poor service under the rationale of "that's just the reality of GA" only encourages this continued bad behavior by vendors.