PeteMc

After I upgraded my panel I now have an Airspeed Bug that I don't really use. So I tagged the Gross Vbg speed and I just leave it there. So if something happens there's no reading the numbers, doubting myself that I'm remember the correct speed, etc. Push and go for the Bug. But once I'm there, assuming I'm up higher, I can think about how loaded I am and drop the speed a bit if I think I need the extra glide time. And I also have the ~11kt range, which may be true of all Mooneys. But I doubt I'd ever want to really guess how slow I could really go. So I'd probably only slow up a few knots, maybe 5 at the most even if I knew I was very light. As for FF or any other App that may be asking for Vbg. Your best bet is to put in the speed for Gross Weight.

Umm... I didn't quote anything about a the CFI [supposedly] taking too long. But on that different message you're quoting... To bad the CFI didn't say "we'll be a minute on the Rwy" but other wise, it was their runway. And it's not uncommon for a CFI to go over a few things while lined up on the Rwy with a new student.

Actually no, they did not have the Right of Way. FAA even calls this out that someone can't try to descend to claim they're lower when they should be following the aircraft already in the pattern. And not only were you in the pattern, it sounds like you turned Final and were #1 for the Airport. But the biggie on this was that they dove beneath you and then landed in front of you. I'm all for talking out little mishaps on the ramp, but that one would have gotten a call to the FSDO or the 800#. Your single phone call may not result in anything happening. But if they did this to you, they could have done it to a number of other people. So if you phone in the issue and they keep getting other calls, THEN it may result in some much needed action.

Not that I'm fan of this guy (maybe it's his voice...). But he does have the ADS-B timelines in sync in his video. So even if you don't listen to his comments, it is a good track of what appears to have happened. https://youtu.be/tTq6bdRBrWk

Rather than using "Right" (or Left), it might be better to refer to the Offset/Upwind as always the opposite side of the Runway from the Downwind. This way people won't just remember "to the Right" and move to the Right and start climbing under a Right Downwind.

Yes, offset to the Upwind side and get far enough away to see the other plane as you climb. You don't want to to turn into the Downwind and be climbing up into any traffic you forgot was there or is in a NORDO aircraft. You'd be coming up under their nose and/or wing where they'd never see you or expect another plane to be. Odds are, even in a relatively slow plane let alone a Mooney, at least while in the pattern, you're going to be faster than the departing traffic. So it is unlikely you'd be able to turn Crosswind behind them. So plan on heading out away from the Apt and then once you're up high enough, maybe reenter the DW on an Overhead entry.

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.