PeteMc

Nice Winds!! I liked zooming in and and actually seeing that Mooney cruising over the landscape! FlightAware had you at 203 when I looked.

I've just reached out to the AOPA ASN for SFF to see if he can get some local Mooney input. Is the plane flyable at all? I think I've heard there is a Mooney mechanic in Coeur d'Alene, I'll see if I can follow up on that.

Ah, but if the plane is repairable, it's not his checkbook!!

Not a mechanic... but in talking to some about LOP in general... There are LOTS of internal engine components that are plenty hot enough to get rid of any moisture if the plane is flow regularly. (Or will get rid of it if that particular flight is pretty long to allow for the moisture to be eliminated. And there is less lead due to the reduced fuel flow and a better burn LOP, so led deposits should not be an issue. Best way to confirm this is to look at the dark plugs with buildup from a plane that runs ROP and the very clean lighter plugs from a plane that is run LOP (especially if leaned aggressively on the ground).

Problem with all of the good shops is scheduling. So the one you think you're going to may not actually be the one. Unless you have lots of time to wait... I used Prestige Aircraft Inc at Franklin County, VT (KFSO) and found out about them from friends that also used them. They're about as far north as you can go in VT. There's also Ed's Paint Shop at Brookhaven, NY (KHWV) who I used a few times for touch-ups over the years. And Ken Reese, who I guess is now part of KD Aviation, at Robinsville, NJ (N87)

I'm not talking the full two way ADS-B Ground Stations. But I am wondering about just higher powered FIS-B Transmitters along the more widely used corridors and at a number of Airports? Perfect, no. But it would be SO MUCH better than having nothing at all. Maybe CIFIB could be adding this too as one of their initiatives vs. pushing for full UAT 978 ADS-B?

I tried to find the article I had read about them, but no luck. I think they are independent right now, but I *THINK* the article said they are working with Nav Canada in hopes to get them to take over their project. Does/did Canada have no plan to provide inflight Wx, traffic, etc. like the US? That's seems very short sighted. They don't need the infrastructure the US has to at least provide the WX broadcasts.

Canadian In-Flight Information Broadcasting Association (CIFIB) that is working with Nav Canada to add some UAT 978 MHz compatible ground stations throughout Canada. Last summer I think they had or were installing three, don't know if they've added any more since then. They're not going to install them to have full ADS-B coverage like the US, but they want to distribute them where they'll do the most good in getting Wx into the cockpit.

What are the other countries that are Space Based doing for TIS & FIS? My transponder is both. I have not looked, but are there a lot of 1090ES ONLY transponders? Or are most dual?

Actually did not know it was going to be part of the Iridium NEXT system. Thought it was going to be on a different system with only a few satellites. Technically you could do it with only a few satellites, but obviously more satellites means much more coverage. And yes, the possibility of the belly antenna working is very likely at altitude. But Canada has some pretty mountainous/hilly areas. So as you descend into a lot of airports, your signal would still be lost. So we're back to the reliability issue for the signal. It will be interesting to see what studies determine. (And where in E WA??)

I don't think they're investing in the Ground Stations like the US did. So the primary signal is Satellite and then possibly augmented at some key airports with Ground Stations. This is based off an article I read a few years ago, but even the recent AVWeb article mentioned "...Nav Canada suggests that the U.S. is the outlier when it comes to ADS-B because the rest of the world is going with space-based systems...."

I'd actually be surprised if you did see the satellites with an antenna on the bottom of your plane. At least not reliably. It's not like the GPS network with ~30 satellites up there.

From what I've heard in the past (which is why I installed Diversity) and what I just read in this latest AVWeb article, yes, they will deny you. Article implied that a lot of the corporate aircraft already have or will have the antenna on top before the rule goes into affect next year. No clue if it's true, but if it is, there's the money. So they might care if those people started complaining, but if there already onboard, then GA squawking is not going to mean much. Remember that for now it is only up high and in Class B. And maybe they'll give you a waver for Class B like they do here. So a huge number of the GA flights will not be impacted until 2026 or later. Not an absolute that Canada AOPA and other groups won't keep getting it pushed further. Also, the relatively inexpensive tailBeacon X meets the requirements. So you don't have to go full on Garmin GTX-345 Diversity if you don't want to. (Assuming the tailBeacon X is finally released.)

Sure glad I opted for the GT345 Diversity unit when I did my panel... I just got caught up on my AVWeb reading and it looks like Canada is going to start phasing in the Satellite based ADS-B they've been talking about in Feb 2023. As I'm reading it, you'll need Diversity to fly above 12,500' or in Class B Airspace. C, D & E airspace will be sometime around 2026 or later. So let's see, the check list for flying to Canada is getting bigger for those of us in the US. Guess I should start reviewing what I need since it's been a few year. 3rd Class Medical or higher, no Basic Med (anyone heard if Canada has made any movement on accepting Basic Meds?) FCC Restricted RadioTelephone Operator Permit Diversity/Satellite ADS-B for flights above 12,500' (effective Feb 23, 2023) Passport Customs Appointment - via an App now I hear Anything else???

The shop that gets all the Mooneys showing up for ferry tanks is going to REALLY thank you for the business!!!

No No No... It's eXtra Income...

I agree with @skydvrboy on this. You can do a LOT of training in that plane. But I would keep searching for another plane on the field or someplace else that is fully IFR ready. You REALLY DO want to go into IMC with your instructor if you can. Especially with the spring coming up when you can get a lot of low clouds but it's not hot enough (even in TX) that you need to worry about convective activity. (Though my guess is that down there you ALWAYS are concerned about convective activity, even in the middle of the winter.)

I've also got the Aspen Pro MAX and been very happy with it. My backup to the Aspen is a GI-275 (ADAHRS).

I came SO CLOSE to being that guy the other day!!!! At the Avionics shop they pulled me out of the hangar and moved me way off to the side. Did my preflight check, actually got in the plane and was sort of in the motions of starting up and there was just something that wasn't right.... Got out and walked around the plane and didn't see anything but I was going through the motions and did my usual squat just to check there were no tie-downs (even though the plane was never tied down) and saw a chock on the left wheel. WHO DOESN'T CHOCK THE NOSE WHEEL ON A SINGLE!! I guess subconsciously I either saw the guy chock the wheel or I saw it while checking the fuel, but it didn't register then.

I have the Aspen Pro MAX coupled with my GTN. Also have the KFC200 with no issues. One thing you might consider is having the servos pulled out and cleaned and inspected. Odds are they'll last a LOT longer if you get the typical carbon and crud that builds up in them cleaned out. Friend of mine with a 212 Trophy just had to replace a servo they think because of all the crap that had built up over the years.

Over the years, more than once I've walked over and stopped a pilot from starting up with the pitot tube cover on, chokes or tie-downs in place and the often luggage or bag left on the ramp. Often students or newbies, but once a high time twin owner that just got distracted by his pax. (Grand kids??) He said the second he saw me walking towards the plane motioning to cut the left engine he realized he had forgotten the pitot cover. (And knowing the guy he would have barely started his acceleration down runway before aborting.)

I was always taught the method where the seatbelt goes through one horn of the yoke. So (the way I do it) the yoke is fully deflected to the right. Might have to try your way to see which is more secure and if I can tell if there is any more or less pressure on the yoke.

HA! I had actually gone to their website before I posted that just to make sure they hadn't expanded. The page I got only talked about props! (Can't keep my foot out of my mouth even when I try !!!! )

Hartzell Props?? I'm curious why a prop company would weigh into the proper operation of an engine and turbo?

Congratz @SCPDaddy !!! After some time with your local CFI and some time on your own in your new Mooney, then consider the Mooney Pilot Proficiency Program. Even though I had a fair number of hours when I bought my Mooney and did my initial Insurance Required hours and Flight Reviews, IPCs, etc, with a very knowledgeable Mooney owner/CFII, I still learned a LOT going to a PPP a year or so after I started flying a Mooney. Probably the easiest way to see when future PPPs are happening are at this site: https://www.mooneypilots.org/mapa-events