PeteMc

Yes and No. There was a Mooney Aircraft Pilots Association that, to my knowledge, is now defunct. Maybe someone here can really fill in the blanks. But I *think* the Mooney Safety Foundation may have been created when the original MAPA shut down, or was having issues and they opted to separate themselves from MAPA. So MSF is now the parent Non Profit Organization. And on their website they do say they are Doing Business As (DBA) the "MAPA Safety Foundation." And that is who my Insurance Co made out the CoI to last time I took a PPP. It's posted earlier in this thread, but here's the link again: https://www.mooneysafety.com/

I don't think I looked at the Data Plate since I first was looking to buy the plane. Is there a date there? I only remember the Model & S/N.

That's only the year, which I know. I was looking for the month and day. And the A/W date is not a bad option.

Very true. And usually on the N# Lookup page.

Had a talk with someone that actually knows when their plane rolled out of the factory and/or took it's first flight (not exactly sure if they know which one). That got me thinking how some of you here have lots of old records (official or not) from the early days of Mooney. So anyone have records on when various S/Ns came out of the factory or flew away from Kerrville? Or maybe know of a link that would show that info? I can see the various Birthday Party Invitations beginning to form as people read this post...

You may want to sign up for a PPP then, especially if the plane is new to you. Or even if you've had it for years. You'll get the ground school to go along with the manual you thought was pretty amazing and all the people there to ask follow up questions. Then the flying will be with someone that knows your model and you can work on things you know you need to work on, or let them just show you some tips and run you through the basics. You'll also walk.. er.. fly away with an IPC and Flight Review. So you get those checked off too.

It is a MAPA PPP, hence the title. What curriculum did you see that was generic. Typically Friday is the Ground School day and you fly on Saturday. Sunday is a rain day or if there are a lot of attendees I think some get moved to Sunday morning. Then departure. And I'm assuming you got the manual by attending a PPP, so it basically runs the same way.

Where in ID? I see you're wearing jackets, but then there are the palm trees. We made the move from NYC to WA a couple of years ago.

Mine is in the Right seat leg well near the center console. Easy to lean over and get to if I'm in the Pilot/Left seat. So double check to see if they didn't stick it up in there. But is there any other Garmin gear in the plane? I actually don't use that USB to update, the data syncs from my GTN to the GI275.

POH and even Cont. manuals for the -GB were written maybe 50 years ago. A lot of knowledge has been gained since we've gone from a single monitoring point to the JPI or other multi cylinder monitoring. As for your above power settings, you didn't say what the fuel flow was, which is a major part of the equation. And my biggest issue (-LB), which I thought was common on most of the TSIO-360s is keeping the #5 cylinder cool. So if you're #2 is running the hottest, I'd really wonder about the baffling. Also, do you run with the cowl flaps adjusted so they are slightly open? It makes a huge difference getting the air to flow through rather than just build up pressure under the cowl.

There's also going to be one in Cheyenne, WY: Jun 6-8. Got fuel there last fall on our way to JAC before heading home. Seems like a nice place. @McMooney, you can find all the locations and dates (scroll to the bottom of the page) and more info here: https://www.mooneysafety.com/

Try calling. Usually once you get to a person, they'll either transfer you to the right person or actually follow up to get the info to the right person.

I believe there was a software update that didn't go through all the paces. It was resolved later in the day with a bit of help.

Interesting, haven't been to BFI in decades and almost went to PAE, but ended up at AWO a few years ago on a X-US trip. FRG seldom had a need for the Inter/Outer frequencies, just the occasional crunch on some summer evenings. And I see that PAE has about 66,000 less Operations in 2024, so I still don't get the need. But then I'm not the one up in the Cab. Someday when/if I do fly into PAE, it will be interesting if it seems like they need both Controllers.

What Airports use two frequencies for two Runways and one controller? Is this also military & civilian, or do you mean something like 118.8 for the Left and 119.2 for the Right? That is one airport I don't think I'd like to go into and not sure of the logic if they are only dealing with landing and departing aircraft. When FRG got really busy on those summer afternoons right before sunset and EVERYONE was trying to get back to the Airport, they would often have an inner and and outer Controller. Outer guy would stack them up and control the flow into the pattern. Inner guy would then just deal with the "last mile" as it were. But it is extremely common on long XC flights or near MOAs. Even if there are no military aircraft, often ATC will be using multiple transmitters. So I'll hear the Controller, but never hear the other planes, be it military in the MOA next to me or civilian 200nm away.

@AH-1 Cobra Pilot was making and selling rocker switch covers. Not sure if he sill is or if he has that particular one or not.

I'm assuming you're connected to a GTN since you mentioned FlightStream. Your friend should not have to do anything to see Traffic *IF* Traffic is being sent to the GTN. Where are they getting their ADS-B IN information from? And does Traffic show up on the GTN's Traffic screen? Side Note: Tell your friend the Traffic option in the Layers Menu does not matter when they are in flight. That's only for Internet Traffic when then are sitting at home.

I'd stay away from WD-40 in most cases. They say it is a lubricant, and it is sort of, but it's more of a solvent/lubricant that's great for getting stuck things to move. But over time it will collect dust and gum things up. Tri-Flow (which Mooney calls out for use in a number of places) is a usually a better option.

Enjoy the travels! We often look at places to stop for at least a day or two along the way. You'll have the opportunity to start visiting places that you normally would never go. Also start to keep track of Airports you want to land at, what states you've landed in, etc. to not only get the "Tourist" spots checked off but also the Aviation spots checked off. My list is slowly getting down there. I still need Leadville, Furnace Creek (Death Valley) and the most SW US airport.

I know, hind sight... Never call, always email to have documentation. The agent probably screwed up, but since it was a phone call, Aerostar can just ignore that it ever happened.

They actually ask you to upload your policy (at least they did in the Beta). So, in theory, they are comparing apples for apples.

If they had give me the Basic version with the DB subscription I probably would have gone to Pilot vs FF AND I would have paid for the upgrade.

I get that this was a bigger plane with a Tow Bar that is not stowed in the plane like the Mooney. But.... Rule# 1: Tow Bar NEVER leaves your hand from the time it comes out of the baggage compartment until the time it is put away. Rule# 2: See Rule #1 Rule# 3: Okay... Sometimes it can be uses as a temporary Chock when you're fueling. But it still NEVER stays unattended in the Tow Bar hole in the gear. And an EXCELLENT landing by the pilot. Held that nose up until the very end of the elevator control!!!

You should be getting instructions from the SWAT and/or Continental. And as @201Steve said, it's pretty straight forward. Looks like you're down low vs up in the mountains which is good. My initial flights were right above the Airport, just in case. Then my mechanic had me flying low along the coast. Basically as low as I was willing to go with a new engine. I know there were specifics about cylinder temps, etc., but again, it was pretty straight forward.

I've never heard of an Airport that charges landing fees to not charge the landing fees if you do a T&G. Wheels touch the ground you pay the fee. The other stuff is all about ADS-B not being corrected for the current Altimeter and they show you were at 0 ft AGL (or maybe even below the Apt elevation ) So that's were you have to make sure the actual Client is aware so they can get on Vectors case. Or avoid the airport all together.