PeteMc

Pending the size of the Doc, correct. But also pending the quality of the graphics and how they were inserted into the Word document, that can be an issue. And this, of course, assumes the original is even a Word Doc. Although Print and Graphics are not my primary business, I've been involved with graphics people for decades and have been called into service when things have gone wacky on large events many a time....

Actually, what's even better is to go through and grab the Key Numbers and other gotta-have info from the Binder and put all that info in a Word Doc with big print. Then when you've got a great Info Doc for your plane, make a PDF of it to import into WingX. Side Note: For the Doc I created and imported into FF I started the name with an "_" (underscore) to put it towards the top of the list. Same for my "_ Emergency Check List" but note the two space after the underscore to make sure it is AT the top of the list. I have a quick reference so I don't have to go digging into the Documents, but on a l long flight it there just to review. Or if another pilot was with me and something did happen they can find it easily to start going down the list on my 2nd iPad.

Weeellll.... Maybe not 15 minutes. I've got an electronic copy of my manual so I can look things up while sitting here at the computer and with me when I fly. Some of the graphics and equations didn't come across very well. I've never bothered to fix them because I've always had the binder to refer to if needed. Now with the original file that went to the printer and possibly some of the original graphics, I could easily come up with a clean electronic version to give back to the PPP folks. ADDED: Actually it's been a few years since I've been to a PPP, so the print and graphics quality of the binder may have improved. So it may be possible to turn the latest version into a searchable electronic document with chapter links in a relatively short time.

And why does it need to be "younger" folk??? (No offense to you wipper-snappers... )

So I'm again back to now knowing something I should have known all along... OR.. Oh wait! I just forgot, yeah that's it!!! I did find a number of articles that debunk logging SIC, but then I also found a number of articles that also talk about logging SIC and why. And a lot of those were in publications I try to read.... So I'll chock it up to just being set in my ways and probably originally leaned you should log PIC. Getting comfortable with always doing it the same way "just because" can really bite you in the A** sometimes!

Wait... You're going from a 1933 interpretation? Then you *may* not be correct. I thought you were talking about something in the last few years that changed things. I believe a later interpretation confirmed you should not log SIC based on "Single Pilot Certification" of the aircraft. Which is why I've never heard of logging SIC in a Mooney or any GA plane flying Part 91. I'll try to do some digging, but maybe someone else here can cite where they said not to log SIC. I know that everything I've read about Safety PIC always states PIC and says not SIC, but the ones that might reference the FAA interpretation may not be easily accessible online.

As I understand it, with the heater left on (assuming it is the type that can be), then all is good. But if you heat, allow to cool, heat, allow to cool, etc. Then the moist air gets pulled back into the engine. And the cycle of heating and cooling may not get all the moisture out since it takes a while for the "always on" type heaters to actually warm the engine. I'll defer to any mechanics or others in the know on this, but that's how it was explained to me. I'm assuming the same would be true for the cabin. And in both cases, I'm not sure what the advantage is for heating and then allowing to cool. Other big issue about heating the cabin is that apparently some people use their propane engine heater to warm up the cabin. That's not a good idea because of all the moisture in propane heat. It's not an issue for the engine where the outsides of the engine are fine in the rain, etc. And as the engine warms it's not going to suck in any of the moist air. But if you just dump a lot of moisture into the cabin, especially if you're trying to warm up the front where the pilot is, then you can be dumping a lot of moisture up under the dash where all your expensive electronics are. Again, no expert. But this is what I've read or been told over the years.

I think I'd shy away from a daily timer turning on for a while and then turning off. I think there would be a issue with moisture and the engine heats and cools, probably worse then if the engine was at ambient temperature all the time. How many Amps does your heater pull, I'd just leave it on during the cold months if you have no way to turn it on the evening before you're going to fly. For being able to turn it On the night before... How many hangars near you? Maybe you can find a number of other people that are willing to share the cost of an Internet connection. Have it installed in your hangar or in the office if the hangar has one and then (preferably) run lines to each hangar of the people paying for the service. I'd stay away from WiFi if possible unless everyone chips in. Otherwise you'll find yourself paying for the Internet and other's just passing on the WiFi PW.

I didn't realize this had been made an option until @midlifeflyer pointed it out. (Out of curiosity I still want to go back and see when it changed.) But this gives me the option to go be a Safety Pilot for someone, maybe in airspace I'm not familiar with, and not be PIC. Sure, someone is going to come knocking on my door if something does happen. But I'm in a better position if I am not PIC. I could see this as possibly being a big advantage for those that actually fly for a living. Accepting to be Co-PIC for their newly minted best friend may put them in a tough spot. Still wouldn't be great for them as the "Safety Pilot" but they still were not PIC. And then there's the brain twister in how you could get 4 PICs at once in a Mooney. But those regs have changed (or so I was told).

Not sure if you meant earliest or latest, but I did find the interpretation and learned something new. However... your statement that they log SIC is just as incorrect as my statement. Incorrect in that it did not include both the PIC and SIC options. The interpretation does say the Safety Pilot may log SIC. However, it also says IF the two pilots agree before the flight that the Safety Pilot will be the PIC during the time the flying pilot is under the Hood, then the Safety Pilot may log PIC time. No change in the interpretation that has been around for a long time that I and a lot of other people were referring to. Kind of interesting that they changed the interpretation. Back in the day I remember reading that you could not log SIC because that had to do with flying and aircraft that required two crew members unrelated to flying under the hood. Be it the certification, type of flight or whatever, they distinguished Safety Pilots as a different type of required crew member. But then I know of a famous writer pilot (ATP) that always left his pilots certificate and medical with (someone... FBO?, FAA friend?) if he just was going along for the ride on a GA flight so that he could never be considered the PIC or Crew Member.

Nooooo...... Read all the referenced out there and the FAA Legal Office Interpretations. If we're talking basic GA the Safety Pilot logs PIC you do NOT log SIC. Different animal.

I've got the whole system. It was working when I pulled it, but could take to get check.

I used Prestige in VT (basically Canada). I've used Ed's Aircraft in the past for some touch up stuff. Also great by tough schedule, at least when I called.

When you do bite the bullet, be sure to go ALL IN... If there's something you think you want and are hedging on doing it later, Do It Now. You can really cut down on the installation costs if everything is already torn open. And be sure to add the (semi) little things like new antenna cable, panel lighting (what items do you still need post lights for), etc.

GI275s really and can give you the best of both worlds. Maybe just put in two as you AI and HSI, you can actually make them look like the old style. then start looking at the different options and switching them to different screens in the various stages of flight. Once you get use to them, decide if you want to switch up to a single bigger screen. If you do, one of the 275s becomes your backup and you can decide if you want to keep the second one or sell it. For the GPS, GTN750 is a nice box and works well with the 275s. But if you don't want that size map, consider the GTN650 which is the same box with a smaller screen.

The unobstructed part is just that there's nothing that's blown on there or obvious insect activity. Probably more for when there hasn't been a Pitot Cover put on. So after breakfast of lunch on the return flight... And I totally agree with @carusoam on the Pilot Window. Been doing that for years and is a great way to turn everything off after you've turn on ALL the lights and Pitot Heat to check them. Granted much less battery drain now with all LEDs. Additional note not for the pre-flight, but for the final walk-away at the end of the day and I guess really for just before the push-back, I never turn Off the Beacon. This way you will know if you left the Master ON.

I had some intermittent issues and sent mine in. They changed the "inline case" (battery case and controls) and sent it back. Has worked fine since then.

Checked Spruce again today.... Still can't find a portable lazy-susan so my plane is always "facing the wind" while parked.

In the picture it looks like there might be something attached to the console to prevent elevator movement. If that's true, how does it connect in a Mooney? (Pic is of a Piper) I'm not thrilled with the common use of the seat belt through the yoke, but it sure does lock it down. I can adjust my seat so that I get a neutral elevator. And @Papa K congratz on the plane! I'll agree with most of the things all the people have said with a couple of notes. Everyone has given you a HUGE list if you put it all together. Give some thought to places you go and what you need to carry. My list to add to that huge list you'll need to whittle down is: Paper Funnels: You can pick up a box at most Auto stores or Amazon, etc. After you add oil, you just toss the funnel and no mess in the plane. Oil: 1 qt definitely. CamGuard: I use it, but if you don't need to carry it in the plane in you're tight space or weight. Jumper Cables: As careful as you may be, there will be the time you leave the overhead lights on or your battery gets to that point where it needs to be changed, but it's a cold winter day when you find out and you're not at hour home airport. If you're at a small airport, no one may be around with the cables, but if you have your own you just need to find someone with a car. Tools: Some small kit with the things you need to change light, tighten small screws that come loose, etc. But don't go overboard again for space and weight. Your car trunk (or hangar if you have one) is a much better place for the majority of your tools.

Meant to reply to this earlier and got sidetracked... I actually disagree with your premise. In the 30 years I've owned my (41 year old) K I have not excessively changed my donuts. I'm thinking I've changed them once, but the logs are at the mechanics for the Annual right now. I've read lots of post from various people and there are as many that say they keep their donuts a long time as there are people that say they have to change them. I do think there is more of an issue if you live somewhere that it is really hot. And I also think a lot has to do with how you land. I have a friend that makes excellent landings in his Mooney and is extremely consistent. But he was taught in his primary training to PLANT the plane. I tend to let the plane stop flying (pending winds, etc.), so I think that may play into it as well.

Ah yes, I guess I had seen the side vents in the photo, but didn't make the connection that it wasn't a standard flow-thru like the majority of heaters. And I have to admit it looks like a box fan, so I had that in the back of my mind.

Connext between other devices or to your iPad? I've noticed that I need to have my iPad turned on when the GTN finishes it startup process or it will not connect. Also, the iPad cannot be connected to my phones Hotspot or any other WiFi device. Just needs to be sitting there in ForeFlight waiting for the GTN to search for it.

I see that there are TINY feet on the heater. Do you really want to put it on the carpet? Even if the heater doesn't get all that hot, I think I'd put it on some sort of heat resistant tile.

Also a little unclear of exactly what's going on.... But if you're talking about the "Visual" button that pops up on the display, you need to have a Route in so the GTN knows you're arriving at an Airport. Also,you may need to be X miles away from the airport for the GTN to realize it needs to show you that button. The Default (I believe) is 10 miles, but you can change that in the Settings. NOTE: I don't ever use that function if I'm in the pattern, so I don't actually remember if the button shows up anytime you are within those X miles or if you're approaching from a greater distance and get to the Visual Button to show up. But regardless it the Visual button showing up, you should be able to go to the Procedures, select Approach for the Airport and scroll down to the bottom of the list. All of the Visual Approach options are listed there. So if you select AND ACTIVATE one of those, you should get the full visual guidance.

My first question is who did the prior Annual? (Sorry if someone already asked this, I didn't see it skimming through the messages.) I'd be very curious why they missed the corrosion?! Was the maintenance differed? It seem very strange to me that the corrosion got so bad that it's grounding the plane now and no prior annual made note that corrosion was starting and needed to be watched. Also surprised there was nothing done to try and slow or stop the corrosion. I'd want to talk to the IA that signed off the last couple of annuals to confirm if the prior owner was aware of the issue. There is always the possibility that they did NOT know. It would be a shame if the shop they trusted really didn't do a full inspection and it got to this point. So as far as the sale goes, the prior owner would not be in the mix if they had no clue. That leaves the IA for the prior annuals and the shop that did the Pre-Buy to explain why you're finding out about this now.