toto

Might be worth signing up for AOPA Pilot Protection services. They have medical advisors that may be able to help steer you in the right direction. https://pilot-protection-services.aopa.org/

Oh.. and for stuff to keep in the plane.. I have a quart of oil, a little thing of CamGuard, and a tiny funnel. The tiny funnel is easy to forget, but adding a quart of oil is super messy without it. I also have several small screwdrivers, for the inevitable screw that falls out of the interior - scaring the crap out of me when I’m flying along and it falls right in front of my face

For the windshield, I just use the blue Wash/Wax all with a clean microfiber cloth. Works great and safe on plastic. Spruce sells tow bars and fuel testers. But I’ll bet @Alan Fox has a bunch of tow bars lying around from Mooneys that have been parted out. You might ping him. For the control lock.. if it’s in the hangar, I would never lock the controls. But if it’s parked outside and there is any chance of serious wind, I just hook the seatbelt around the yoke.

I’ve often wondered about the Savvy plan and who is using it. I could definitely see a scenario where it could save money and add a lot of consistency to the maintenance experience. Especially someone new to aircraft ownership or someone owning a unique aircraft. https://www.savvyaviation.com/savvymx/

If you’re coming from the east, metro can be a PITA because you have to go straight through the Denver bravo, and you’ll often get routed all over hell. I’ve had BJC arrivals that add 20 minutes to the flight just flying vectors for traffic. BJC is my normal choice because of the location and services, but that’s despite the very common routing pains.

I used to fly into Boulder a lot, but there is a crapload of nordo glider traffic that can be really stressful. The gliders are all over the place, and tow planes all over the place. I finally decided that I’d rather do Longmont as a BJC alternative than Boulder just because of the chaos. (I should say here that I’m sure there is a method to the madness for locals, but I’ve read all of the published guidance for Boulder and I still found it really stressful.)

Out of curiosity, for those of you who use a portable emergency thingy, do you use an ELT-style PLB or a Spot-style satellite communicator? I've been on the fence about buying one or the other, and haven't really come to any conclusion. The PLB seems idiot-proof and free, but there's something attractive about the two-way communication that a Spot/Inreach would allow.

That is one strange website.

What's the practical effect of this for a G5 owner? You still need the GTN Xi with Smart Glide?

Looks like KR is having some issues again… I’m sure it will be back to normal soon.

Honestly, this feels like a question for Bruce Chien. He has been an amazing resource for a lot of pilots and potential pilots with tricky medical issues. I don't have first-hand experience with him, but I have very close second-hand experience and he's been a life saver. https://pic.aopa.org/profile/11562

Always had good luck with metro. Signature has a Go Rentals counter in the FBO. Fuel is expensive but not completely out of line. The only thing that's really awful is overnight hangar rental, which is cost-prohibitive for me (it was $160/night last time I hangared there). Access is easy - ramp parking is about 150 feet from the parking lot.

Fortunately, it usually happens when you're wearing a sport parachute and holding a selfie stick.

The "small and crammed" interior myth is objectively untrue -- but a Mooney definitely has a unique seating position, and it's quite a bit different from a brand C or P cabin. I can definitely understand a Skylane driver getting into a Mooney for the first time feeling awkward.

Here's the direct link to the post on Kathryn's Report: http://www.kathrynsreport.com/2022/01/beechcraft-58-baron-n585ck-fatal.html

I have had this happen under similar circumstances. I spoke with the controller on the phone for a while after landing, and iirc he explained that declaring an emergency on behalf of the pilot allows the controller to focus on that one aircraft and potentially access more resources as needed. He said that it required some paperwork on his end, but that it required nothing from me after an uneventful landing.

This feels like it needs its own thread. The MSC certification thing comes up occasionally, but often buried in unrelated threads, and I'd really like to have a sticky resource on MS that lays all out. From my own very limited experience, there was a shop in KC that lost its MSC designation according to the DOM because they had one Mooney-trained technician who left, and they could not continue advertising as an MSC without him. There was also a new MSC added in the KC area within the last two years, which I’m assuming was done by Mooney Intl (they added it to the Mooney website, so Mooney was involved in one way or another).

You made a decision, had a plan, executed it, and both you and the airplane are safe. Sounds like a great outcome to me.

Nice. One issue down… one to go

A few quick thoughts... * I know you're super frustrated, and I don't want to sound overly critical in this tough context, but ... Be very careful about naming a shop or an individual in a public web post. At least until the matter has been resolved. This could turn out favorably for you in the end, and a Pirep on MS saying "there were some issues after the inspection, but the shop made everything right" is the best outcome for both the shop and the community. Especially given that this happened over a holiday period where communication can be difficult and slow. * As mentioned by @EricJ above, strongly consider finding a mobile A&P to give you a second opinion. It's worth a couple hours' labor just to have a second data point. * When buying an airplane, I'd count on spending 10% of the purchase price on first-year "gotchas." Sometimes that gotcha is in the first annual, sometimes it's after a few flights when you realize that something just isn't quite right - and you end up paying for a lot of minor things that add up to serious money. But it's the rare aircraft purchase that makes it through year one without a multi-AMU unexpected expense. This may end up being just one of your first-year gotchas, and not a major AW issue. * The tax thing really feels like it could be a miscommunication. Maybe the seller is not understanding what he's being asked to sign. You might try reaching out to a mutual friend on MS and see if they can help. This is a really small community, and with both the seller and (presumably) a bunch of customers from this MSC on MooneySpace, I'm optimistic that you'll reach a positive outcome. As @carusoam would say, Go MS!

I've seen these guys advertising a drop-in replacement for a while. Sounds like it may not be certified yet. https://tkmavionics.com/our-products/mx155-navcomm/ I have a KX-165 sitting in a box somewhere but it's a 28v.

+1 I mailed Headsets, Inc. a failed headset many many years after I installed the kit, and they fixed it for a nominal fee. They stand behind even a way-out-of-warranty unit.

Buying on TAP/Controller is tough. Don’t discount the local airport though - look for bulletin boards at nearby FBOs and ask around a bit. In a frenzied market, I actually think a Barnstormers or a Craigslist is a better bet than the flashy pay sites. The Barnstormers / Craigslist seller is more likely to be trolling and less likely to be inundated with competitive buyers.

I think it depends on the source headset. I have a Headsets, Inc mod to an H10-13S, and it has a stereo/mono switch in the cable as described. But if you started with the non-S model, then it’s probably a mono headset with no switch.

Yeah, technically correct. 89 is a pre-MSE, post-205 201 that has the MSE type updates for 2900# GW etc. My plane says “Special Edition” on the side of it. So it’s not technically an MSE, but you can see it from here. I think they just hadn’t decided whether to stick the acronym on there. If it were me, I’d advertise it as a 201.