PeteMc

Okay, I get what you're saying about where it switches. And I saw what @PT20J said about the simulator showing the VNAV still on the GTN screen, so it will be interesting to see what happens when he is in his plane. I'll grant that maybe there is an issue with this Approach, but I'm still saying the VNAV goes out the window on an ILS. VNAV is a calculated linier descent, while an ILS may not be linier if there is any interference (terrain, structures, etc.) with the transmitted (RF) Glide Slope. Sure the paths should be very close, but once you're on the ILS, the VNAV is irrelevant. (But still get you think it is switching too soon.)

Don't know what to tell you... Remember it's generic out of the POH, not a real W&B. But can't see Mooney using totally bogus numbers.

It's been a long day, consider me dense.... I'm missing what you're asking and why you care about VNAV on an ILS, so maybe rephrase it? I get that you may be using VNAV to get down to WAVDI and may be you even need to continue the descent to WELDS. But after than I'm lost on the VNAV. At this point you've switched to the ILS, you fly straight at 7000 until intercept and follow it down. Crossing BUFFS you confirm you're crossing at 6600ft. Again, long day, so everyone feel free to dump on my since my heads not in it at the moment.

I don't have my W&B handy, but just looking at the generic numbers in the POH... 1830lbs, 76.53 Inches

Looks like @kortopates already covered this. It's all about insurance IF you could find a rental and even for your plane they'll have you name them on your insurance. Maybe some people here know of places you can find a rental, but I think it's pretty rare and the odds of there being rentals where the PPPs are being held would be pretty slight. And the main goal is learning YOUR plane. A rental is not going to have your panel, your quirk with the #2 Radio, etc. Also, if you don't fly long trips, this very well may take you out of your comfort level to get to wherever the PPP is from your home Apt. And they're all willing to discuss the flight to make sure you don't push yourself due to Wx, work shed., etc. Good group of guys. (Don't tell Paul K I said that!!!!....)

It didn't take 5 years, but easily could have been 50 or so trips through security when at one event someone needed an odd older adapter of some type. Though I probably had one and started pulling everything out of my computer bag. In one of the pockets kind of folded under the pocket behind it I found my serrated pocket knife that I couldn't find for quite a while.

But NEVER the knitting needles!!! I just shook my head every time the TSA agent waved them through.

So you can't pump it out? I could see lifting the side/front just a bit with jacks so everything ran to one corner, then pumping it dry.

ForeFlight often lists the motel/hotel info with the mileage on the Airport Info page (or side Info Box). Of course, they only know what they've been told. So, probably a better option is to call the FBO or Apt Manager and ask them to make sure the info is correct or if there is an unlisted motel/hotel that a local would know about. AOPA has info to, but I don't find it as easy to use as it use to be. And, of course, there is always Google Maps to just search around the Apt for motels.

So not to drag on this thread, but.... Question on automobile engines vs aircraft engines and water. Was listening to the NY news on the radio and some gas station had an issue and with the heavy rains the tank filled with a lot of water. The water, of course, ended up in some cars. Engines quit as expected, but the news is talking about "Expensive Repairs" for the cars. In all my training, if you were dumb.. er.. forgetful enough to take off without checking the tanks, you switch tanks somewhere along the flight and shortly afterwards you discover there is water in the other tank when the engine quits. So, you simple switch back, wait a few seconds and the engine typically starts right back up. So for those that are in the know, what's the big difference that makes it such an expensive fix for a car engine? Is the fuel injection that much different than my TSIO360? I figured they'd pump through good gas or maybe a solvent first, then gas and you're done.

TSA probably doesn't have a clue!!! The Cockpit Crew might...

I've carried on a Hand Held, nothing that says you can't. There are Regs that say you can not OPERATE a transceiver, but nothing that says you can have one in your bag.

That makes more sense. I didn't think there was any situation that a G5 was required. As for the combinations, I'm all for GPS/NAV so that you have the option of of an ILS or LOC approach if there are issues with GPS. As for the G5 vs 275s, I think if you could swing it, you'd be much happier with the 275s long term. But totally get that you need to do what the budget allows for.

Yes, a lot of the Pilot Proficiency Program is about flying, but they will adjust the flying portion to what ever it is you want/need to work on. But the first day is in the classroom learning all about Mooneys and you would learn a lot about the C. The binder is an incredible resource to walk away with. (IMHO) It's not cheap, but I think it is worth considering. And if you are getting your plane now, you'll have some time in it before now and April. And that might then be the time to get another intensive training course.

I've never experienced this. Maybe it was because I was taught to advance the throttle slowly and let the turbo kick in and then slowly continue advancing the throttle to TO power. Granted, you can really only do this on long runways. On shorter runways it would be more of a Short Field TO procedure where I'd go to TO power before starting the roll. But I've never seen the MP continue to rise from a hair below the 40" I set it to (231).

Are you sure about the G5 "requirement" to be IFR legal? I find that highly unlikely and would guess that the GI275s could be installed and would give you a LOT more instrument than the G5. Especially if you went with the 275s, you might reconsider the extra Altimeter and Air Speed Indicator, you'd have THREE of them if you go with the 275s (and you'd have to get them ALL checked when it is time.

The Mooney Flyer list is really the only "list" I know of. But beyond your initial training, I'd STRONGLY RECOMMEND you attend a MAPA Safety Foundation Pilot Proficiency Program (aka "PPP"). You will REALLY learn about your specific Mooney there. They hold them around the country and the next one on the west coast is in Santa Maria, CA in April. https://www.mooneysafety.com/ And if the search doesn't go well finding a CFI(I) for your initial training and your really want to bit-the-bullet, let me know. I can reach out to the guy I used when I lived back east. I'm sure you could work out a deal with him to come out and give you a Private/Mini PPP. He is part of MAPASF, so it would be a real deal, not one of the guys that rips off the binder and teaches from it. That would give your some insight into the full PPP training.

I actually got a HUGE amount of water when I filled up once. I'm going to guess it was because there was an issue with the water separator AND it was the time of year with a lot of warming and cooling that can create condensation in any tank, including the supply tank. As for switching tanks, I'll often start on one tank and after a little warm-up switch to the other tank for taxi and takeoff. But never if it is a small airport where it is a matter of minutes from leaving the ramp to takeoff. I'd really rather have a few coughs at 5k to 15k and switch back to a known good tank than find out just after I've lifted off.

Good to know. I have a friend with a 212 Trophy that flies from NY to CA every year or two with a small portable tank that was looking for options. I'll pass on the info.

Have you warn a Pulse Oximeter when you've used the concentrator? I've seen various videos that say they really don't cut it as you go higher, but don't know anyone that's used one.

Even if you're going to northern CA, you might look at the southern route. This can keep you from having to go up high and keep you out of some of the passes that people go through in the summer where the winds can really be howling. Weather fronts are probably going to be your biggest issue, so be prepared to stay a couple of days enroute if things don't go as forecasted. My plane is *finally* finishing up at the interior shop, so I'm looking at a late Dec or early Jan flight to the PNW (WA), so I'm not sure how many days it may take me and I'm also going to be looking at the southern route to at least get over to the west side of the Rockies. Then I'll from there I should be able to make it home in a hop. ADDED: When are you going? Maybe we'll make it a flight of two....

Yea, FF claims you just can't do it on Android because there are too many variations...yada...yada...yada.... Worked with a number of development teams and they said talk like that was typically because management didn't know how to handle two teams or they didn't want the expense of two teams. And then there is the possibility that the Exec is an Apple only type.

Not really any difference with multiple devices, at least that I've seen. Granted I usually just connect my primary iPad to the GTN and my Backup to the GNC so the vast majority of time I'm really flying 1:1. Now if you have a Garmin EIS, there's no way to get the data into FF like you can with G Pilot. But that's not a consideration for me. And following the G Pilot FB Group, a lot of the issues/features that people are talking about already exist in FF.

Your GTN either has a Flight Stream (FS) 510 SD Card in it or a FS210 behind the panel and that's what you want to look for on the Bluetooth list to connect to. The GTN does not have Bluetooth built in (don't get me started on how dumb that was when Garmin released the newer Xi version....) ForeFlight with the GTN/FS connection works great, you'll enjoy it. If this is a new installation, then all the Software should be up to date. But if you've had the GTN and ForeFlight is the new component, check with your avionics shop to see if either or both the GTN and FS need to be updated. There have been some changes this year that may or may not affect you. As for FF vs G Pilot, people like both, but I think FF is the overall leader and you'll be happy with your choice.

As for locking the door, when I first got my Mooney there was all sorts of "stories" about baggage doors popping open in flight. The more I talked to Mooney owners it became clear that people probably just didn't latch the door, it didn't "pop open" on it's own. And as @EricJ pointed out, it's a LOT easier for rescuers to open the baggage door if needed if it's NOT locked. As for the key, I would leave my keys in the baggage door lock while doing the external checks and loading. Then when it was time for me to get in the plane, I'd get my keys and make sure the door was latched (with a little tug to make sure both pins went in).