PeteMc

That's my point. You really do nothing but drop the gear and you go down. I'm not sure if I learned it before the MAPA PPP or it was at my first PPP, but the way they teach it. EVERYTHING is done before the FAF based on known power settings. Right before you intercept the GS you drop the gear and the drag matches you're descent. So you pretty much are on the GS with no fuss. If you have gear, etc. down before the FAF, then you're going to have to start playing with power as you go down. Not what you want to do. (When are we going flying? )

You pull power? I set to power and then just drop the gear and start down. Some minor adjustments might be need on the way down pending temps, etc. to get the speed where I want it. If it's an ILS, the gear goes down when the GS just past 1 bar from the GS interception.

Apologies! I just saw the post where it looked like you were say you could get info by doing that.

Please DO NOT use that or any of the other useless phrases like "last call" every. My guess is you haven't flown in areas with a lot of non towered fields and even though years ago they tried to add frequencies, there are still a LOT that are close to each other. It's bad enough with the legitimate calls and then you're blocked by one of these type calls. So if you get in the habit at some sleepy non towered field and then fly into a busy area, you're going to be "that guy" that everyone hates. And if you think it's just me saying this. Take a look at AIM 4-1-9 g. (1): “Traffic in the area, please advise” is not a recognized Self−Announce Position and/or Intention phrase and should not be used under any condition.

Didn't you just say Aerox told you that you could NOT change from steel to composite? And aren't they now the STC holder after buying out Scott?

The 231 would be a good plane for you, especially at your base altitude. Here are a few answers and thoughts. 1,000 lbs useful load is going to be pushing it. After removing the vacuum system and the older radios I now have 902 lbs usable, that leaves 470 lbs with full tanks. Yes, all four seats are usable, but I don't know how it is for a 6'. Everyone I've had in the back seat says there is plenty of room when the front seat people pull forward. You're right that there may not be many -GB engines left. But if you find one, especially a high time one, that should drive the price down. So use the -GB to do all your training, get extra hours for insurance, etc., etc. and just have in the plan to replace the engine. If the plane does not already have a Merlyn Black Magic Wastegate, you're going to want one. You might also consider an intercooler, but not as critical as the Merlyn.

You may be right that the video wasn't posted before. Here's the link to the original discussion about the crash here: https://mooneyspace.com/topic/45481-crash-at-47n-loss-of-power-on-takeoff-5-6-2023/ And there was another one there the year before in April, 2022: https://mooneyspace.com/topic/41940-bravo-lands-in-the-front-yard-of-a-new-jersey-home/ Central Jersey is a nice little airport with inexpensive fuel (at least it was when I was back east). But there are trees at one end and it always seemed like a smaller runway than it really is. And not just because it's narrow, just where it sits gives it a funny visual impression. At least to me.

As @EricJ pointed out, it's a quick way to see if everything looks good. But in reality, I think it's just a quick question from the PPP staff to see if you can find the answer. And since it's not in my POH, it took a little digging and help from my friends.... They have a couple of others paired together on the form I like. The first is 4.5 Maximum baggage with 180 lb pilot, full fuel and then 4.6 [Location] of baggage carried for loading in 4.5 So.... Trick question or just poorly worded? (I'll also note that they had "locating" and I changed it to "Location" here, so it could just be bad wording.) But my "baggage" compartment is limited to 120 lbs. Regardless of the wight of the Pilot, I can only load 120 lbs of "baggage." And for the next one... It's in the "Baggage Area/Compartment." Now, if they really meant how much can I LOAD in my plane with a 180 lbs pilot and full fuel. Then I'd put 120 in the Baggage area and 171 in the back seat.

@Brandt This is old... May, 2023. You can read about it in multiple places, here's one link: https://asn.flightsafety.org/wikibase/312151

Is there a list on AOPA somewhere? So far I haven't found one. I may need an appraisal to make sure I don't get gouged by the WA State Use Tax. Just because the plane was purchased and originally kept in non tax states, I've been told WA is probably going to go for the full sales tax equivalent (their Use Tax) of what the going market is, not even what I paid for the plane over 30 years ago. So I'm also hoping an appraisal will reduce the pain.

Just say "single engine" and it will register with them.

That's one option. I have one iPad that's dedicated to flying (Air) and one that was for work, but has ForeFlight loaded (Pro). And then FltPlan Go and Avare on my Android as a backup to the backup. (Really wish ForeFlight would make a "Lite" version for Android for continuity.)

What can I tell you. It's not in the POH that came in the plane and it's not in the one I called Mooney and ordered right after I got the plane to have at home.

Interesting, my POH does not show that figure, but the Service Manual does. I did a search, but never scrolled through the Svc Manual to the drawing. Thx! And... do you have a 252 or a 231? Your pages look a LOT better than mine.

I'm filling out the PPP form... And remembering why I didn't like school. So the one thing I can't find in the POH, Svc Manual, various other publications is the Prop Clearance for a K/231. Google wasn't even my friend with various search phrases. I'm sure the info is right in front of my nose and I keep looking right past it. So???? Can someone tell me where to look? Or just tell me the clearance!? (Feel like I should sign my post like one of those old newspaper columns... Maybe "Perplexed Prop Head")

He's asking for a GNC355, per the OP. And that's why I asked my questions. Unlikely there'd be a difference in the details or even the visual presentation.

Is there really any significant difference in the map for any GPS panel mount? I figured they'd pretty much be the same.

I seriously considered a GTN750Xi, but didn't think it was worth it. I keep my GTN in Default Nav and rarely look at the Map on either GPS. If I got the 750 I still would probably not gotten Approach Plates for it as it would just feel unnatural to look over to the center of the panel for the plate. So I'd still be looking at my ForeFlight screen. They are great boxes, I just didn't see it as "greater" than the 650. Suppose if my GNC ever dies, I'd look at maybe moving the 650 to the #2 spot and putting in a 750... But I might reach the same conclusion and just put in another GNC or get a second 650. Maybe by the time I need something there will be a GTN 9/850 with DME/DME Nav in addition to GPS and VOR.

Gotta love a place where you click on Nightlife and you get one place... Bluenose Gopher Public House But the Fagen Fighters WWII Museum looks like it might be fun. It would be a bit of a stretch to get there in one hop going east, so we'll have to look at it on the way home. But it's on my list of places to go to now.

Leadville is definitely on the list and a consideration every trip. We just haven't made it there yet. Furnace Creek is also high on the list. Flew over it when we did our last big circle around the US, but from what I hear, the Rwy is buckled in places and it might not be a place for a Mooney. So I guess I'll have to do it in a rental sometime. (On that trip, it was VFR the ENTIRE month of Oct, 2023 while we were flying. I logged .2 of Actual only because ATC vectored me off into the few clouds there were leaving AWO. Otherwise I could have departed VFR on course with no issues.) As for planning when I'm not looking for any specific place to stay, I pretty much do what you do. Though my go-to lately has been the Trip Advisor in ForeFlight. On a trip back from I69 in March I ended up in Cedar Rapids, IA (so I could check IA off my list of states visited), Sioux Falls, ND (FBO had a good deal with a downtown hotel and there are good restaurants), and Billings, MT (just cuz it worked with what Trip Advisor was showing me).

We're going to do another X-US flight from WA (KSFF) to ND, PA, NY and to the PPP in Burlington, VT. We've done a few of these and have hit the "Top Spots" on our lists and I figured I'd ask here for either local places by you or places you've stopped when you've done long flights. Looking for both those quick fuel and lunch stops as well as either a great place to spend the night or even a couple of days. The trip back east will probably be more northern or central US. But the return trip we might do a loop more to the south. We're not exactly sure how much time we have. So what are your thoughts?

I don't think you'll find any difference with the Jepp data for the GNC. There are no Charts, so everything else is basically the same data. And I've never used the Safe Taxi on my GTN or GNC, the Apt Diagram comes up in my ForeFlight and is MUCH easier to see. Terrain hardly ever changes, so that could be once every time they update it. But you might consider the Obstacle data. So that puts you at $494 ($299 + 195) so even though you don't need Terrain & Safe Taxi, you might just as well get the Bundle at $499. Then whenever anything is updated, you'll get it.

As others have said, when you check the oil after a flight, expect it to be low. In my TSIO-360 it can take hours for the oil to finally make it's way out of the engine so I know how much oil I really have. On a typical daily flight I expect to be down at least to 6 quarts, maybe even 5.5. My preflight also includes a quick belly check. If there is oil on the belly or if the exhaust side looks like a lot of smoke came out, then I may wait a bit longer to see if the oil on the dipstick slowly goes up. And I never put more than 7 quarts in AFTER I know everything has settled. Any more and I just blow it out the breather tube, even with an oil separator.

Does the plane have ADS-B OUT? There will come a time you may really need it and it will become an issue if you don't already have ADS-B Out. So maybe a GNX375 instead of the GPS175. And I'd seriously consider looking at the GI275 over the G5. Much more robust and capable unit. EDIT: Corrected my GTX375 to the correct GNX375 (Thanks @LANCECASPER)

I was just going to say what @Phil EF said. Did it actually FAIL the hydrostatic test or is someone telling you that it is "past it's life" and you need to replace it? If they're saying "it is past it's life" they are WRONG. (Unless... there's some Canadian Reg that gives the tank an End of Life date.) Aerox Aviation bought Scott, who is the original installer of our 231 systems. And they're in FL, so that might be the best option here in the US for you. If for some reason they can't get you in, I had really good luck with C&L Aero in CA. https://www.aerox.com/repair-station-and-support/ https://www.c-l-aero.com/