toto

It’s a website from the future

I think this was mentioned earlier in the thread, but does anyone know how the Assurance program would affect the MSC network? I'd prefer more, not fewer, MSCs, and the Assurance parts priority thing is a little bit hard for me to get my head around. When I'm placing an order for a factory part but the order is submitted from my mx shop, I assume that Mooney has no idea who the ultimate buyer is.

Speaking from the sidelines here, I’ve been paying some attention over the past few years to the AML Global Eclipse acquisition and the serious improvement in owner confidence since that acquisition. The Eclipse group decided to focus on refurbishment as well as parts manufacture, and as I understand it, they are actually delivering a handful of new aircraft today - but parts is still their main business. AOPA had a nice piece on the Eclipse evolution a couple of years ago, and it’s a nice comparison story for the Mooney discussion. https://www.aopa.org/news-and-media/all-news/2023/september/pilot/promises-kept

I do the same, but via email. I want the fees in writing.

Jimmy Garrison produces some nice Mooney valuation guides. You might ping @jgarrison for the latest.

Works! Thanks

YouTube says “this video is private”

There are a lot of airplanes flying today that have no lifeline to their original manufacturer, but they have insurance and parts and healthy resale value. It’s scary to think of the factory being gone, but that’s a reality of GA aircraft ownership since the turn of the century. Cessna and Piper made zero SEP aircraft for ten years. Cessna is now Textron and Piper is owned by a Bahraini organization. Cirrus was seriously on the ropes for a long time and is now largely owned by a Chinese org. And that’s to say nothing of the many smaller manufacturers that have come and gone but still have lots of flying examples on FlightAware every day. Don’t stress. Mooney will be around in one way or another far longer than any of us will be

Yeah Camguard has both anti-corrosive and anti-wear. You can change your topic to Camguard in the little “…” menu …

Nice!

My original panel had a 155 and a 165, and when I upgraded to the GTN, they pulled the 165 and left the 155 as the secondary. I’ve had zero problems with the 155, though I probably would have kept the 165 in the panel if I’d thought to ask.

I have a 165 in a box, just in case

I wouldn’t put a second com radio high on my list. I use a GTN as primary and I have a KX-155 for secondary, but I haven’t spent much time worrying about upgrading the King radio. I’d worry first about failure modes for your attitude indicators (I believe you can use either G-5 for attitude if one fails), and then your nav source if the GTN craps out. Your handheld isn’t going to do all that much good unless you’re near an airport, but it’s the lowest of the three priorities, and it’s better than a light gun

Nice

Yep

There are quite a few people who let their medicals expire after the much-publicized effort to connect VA and SSA disability with pilot medical certification. Not because of any direct impact, but fear of the unknown. BasicMed was a path back to the cockpit for those pilots, many of whom are safe and competent - but afraid of G-men.

I’ve had a Class 3 for my entire adult life and I’ve never really considered doing anything other than renewing my FAA medical, but this thread has been super interesting and definitely created some food for thought. Ever since BasicMed was introduced, I’ve been very aligned philosophically with the concept of trusting your doctor for medical fitness evaluation instead of trusting a stranger with an AME certification. But I always kind of figure it’s nice to be able to cross borders or fly in Class A without needing to get a physical. But I fly a NA airplane and don’t cross borders with any regularity, so it may be that the benefits of BasicMed far outweigh the consequences.

They have also recently expanded BasicMed authorization to DPEs performing an examiner function. Previously a DPE could instruct under BasicMed but could not conduct a practical test.

I have no idea what leather covered J yokes are worth, but they look fantastic.

I was kind of hoping the pilot was on MS and could give us a behind-the-scenes view Seems like it would take a lot of work. Here’s the original Reddit post fwiw https://www.reddit.com/r/flying/s/NlwCamvh3k ETA: There’s actually a lot of follow up discussion since I first saw the post earlier today, and the OP gave some details on the process.

Wild guess is that it’s a remote mode selector for the engine monitor. But this doesn’t even look like an aircraft switch, and there’s no mounting screws in it - so it might be something like an input selector for your audio panel. No clue about the oil pressure fluctuation. If you hadn’t chased the wires, I would guess the oil pressure gauge is affected by interference from whatever that switch is controlling. Having a mysterious unlabeled switch that directly affects your factory oil pressure gauge is undesirable.

Exactly!

Okay, this is pretty cool. https://flightaware.com/live/flight/N7132V/history/20251002/1530Z/KTCL/KTCL Saw the pilot post on Reddit, but thought this was more properly shared on MS Nicely done

There’s no flight history on this a/c (or, at least, the last flight I see was in 2002). It seems to have a current registration, so presumably it’s still operational. The owner may have opted out of the commercial flight tracking databases. Maybe someone with a fancy adsbexchange subscription can see if it’s flying. The hive mind of MS is pretty good at these sorts of things, so I’m optimistic you’ll get in touch with the owner. Seems like a nice piece of aviation art that would be best kept with the plane. As mentioned elsewhere, you can almost certainly get in touch with the right contact if you go through the business records at the SoS office. But I understand that you’re short on time. Maybe someone here can provide a PM with contact info.