PeteMc

@geoffb Have you been into Cavanaugh Bay recently? Those trees by the lake sure have gown since I last flew in there years ago. Luckily the parking lot gives you a good 1/2 wingspan on each side. But I'm guessing the view on final is a lot different than it used to be.

Isn't there a menu setting for the minimum it will dim. Granted, not something you want to deal with on downwind, but you should be able to adjust it for the future.

Actually, scroll back a few messages. 66S was mentioned!!

I'll second what @PT20J said. Next time the plane is either at an avionics shop or anywhere else the 345 can be taken out, I'd send it to an avionics shop for a quick bench test.

Not in ID, but on the Grass Strip topic... Has anyone been into Basin Harbor, VT (B06) recently? Haven't been there recently, but that is a grass strip I would take a Mooney into. At least I'm assuming it's still in great shape. The runway is (was?) maintained by the golf course grounds crew.

One option for the water is to keep an old soda bottle or use a spray bottle and fill it up with filtered water from home (assuming you have one on the tap or in the refrigerator).

How long ago was the name change? And it is basically the same tank stripping and resealing place, correct? I think I was there right after Bruce sold and there were still some ties with the shop and Paul breaking off the wing resealing to it's own business. Do you know if he also now runs the regular maintenance shop too?

I don't know much about it either. But a couple of places seem to indicate not to use them on plexiglass, plastics, or fiberglass. Here's one link, but I found others: https://www.newdirectionsaromatics.com/blog/products/all-about-dlimonene.html I figure there are so many other things that are out there that are made for plexi, including WATER, that it's just not worth using it.

I took a K into a KNOW grass strip in norther ID (66S). It had always been kept in great shape when I lived up in the NW, but I still walked it before flying in. AND I removed my lower gear doors. You're going to have even a heavier nose than I do. So that another consideration if you hit hole and get a big bounce on landing or takeoff.

It has been quite a few years, but I've had no issues with the tank reseal at Wilmar. I would not recommend having any other work done to the plane while there.

Pledge followup..... I used to always use the plain original Pledge on the windows and leading edge in the summer for the bugs. Somewhere along the way I switched to a plexi cleaner and I guess it was a good thing. Out of curiosity I check with SC Johnson as I had read numerous times that there was real lemon juice in Lemon Pledge. Well, not exactly true but true enough to keep me from ever going back to it for the windows. Per SC Johnson: However, these products do use generic terpenes, orange terpenes, and citric acid as ingredients.

I'm curious and I don't get it, why the delay on the gear until final? Which I'm guessing is why it wasn't pretty. Did the CFI actually explain why he had you delay the gear??? Assuming you were not screaming down the DW too fast, if you had dropped the gear and flaps as soon as the tower told you to turn base, gone to idle and squared off the turn to Base and Final it might have been a cleaner. Was he a Mooney or a Piper instructor? The procedure he had you do would have been a no-brainer back when I was flying an Arrow. But don't get the delay in the gear in a Mooney trying to get down.

I have to check to see if my old ones are A610 or not. Pulled them to put in LED, so I have all three. May be a few days until I can get to them, so if you find another option, go for it.

I also monitor Guard. I actually relayed a Mayday once that NY App could not hear. Apparently the plane had a rough engine and they thought they could make it to an airport, which they ultimately did. But they kept getting lower and lower and began to wonder if they were really going to make it, hence the Mayday.

I've always stayed away from the Lemon version of Pledge because it apparently has real lemons in it. More than some lemon-aid drinks. So I'm not sure about the acidity and spraying it in the wrong place.

Insight Strike Finder is. Not sure how long ago, but they updated their display to a much brighter LED. Too bad they don't have the output that the StormScope has to feed other devices.

I was actually considering adding what would be a right armrest on the pilot seat when I redo my interior. I would think it would make things easier to rest the elbows and use less grip, but two hands for subtle adjustments. I flew a plane years a go that had the fold down armrest and found that when the winds were a bit squirrely it was much easier to use both hands with a lighter grip and make subtle adjustments to stay on the approach.

Regretfully the guy that owned Ground Tech/Planecover.com just retired. I really liked his covers and work, but regretfully he never found anyone that wanted to take over his business when he retired. Sorry to hear you're not having good luck with Bruce's. I figured that was where I'd have to go when my current one starts to give out.

Brand new to you, but the FW may be what was in the box when manufactured. Or pending when your installation started, they were upgraded when they came into the shop, but are still not the latest FW.

If you want to have yours looked at, reach out to Jim Traves at Insight 905-871-0733 techsupport@insightavionics.com I had mine upgraded to the LED display a while ago. At the time it was around $1,400. But another option might be to check around and see if you can find a used Strike Finder or Storm Scope that was pulled out with all the panel work that has been going on the last year or so. You may find one at a good price. Had I really thought about all the units that were going to become available shortly after I had mine upgraded, I might have waited. But I am comfortable with my "known" unit which never had any issues now upgraded and given a full checkout.

The other option of buying a high time engine is that you're going to go through a fair amount of training time. So if you do that on a high time engine you not as worried about all the power cycles that are a given with training. At some time after you're all done with the training, you'll decide it's time for your new engine, then as @carusoam said, you can then start off with a new engine and actually fly it the way you want.

You can use the Messages button (envelope) at the very top right to send @AH-1 Cobra Pilot a message.

Congratz!!! What part of the country are you in? And shortly after getting my Mooney I went to one of the MAPA Safety Foundation training events. It was a great source of information for flying a Mooney. Much more than a non-Mooney CFI can give you.

My ForeFlight is connect to my FS510 in a GTN 650Xi and I've never shared a flight plan with my GI275. Having said that... The GI275 manual does say: The Connext feature allows the MFI to serve as an access point for sharing flight plan information from Garmin Pilot to an external navigator. For example, when a mobile device is paired to the MFI, the pilot may create a flight plan in Garmin Pilot and Connext will share the flight plan to another configured, compatible navigator onboard. Pairing instructions for the MFI are discussed in the System Overview Section of this guide. See the pertinent flight manual of the external navigator for instructions on enabling the flight plan import function.

I always put them on the baggage door, you flip it open and the sticker is there. Been a while since I've been to Canada, but coming back they always had me open up the baggage door anyway, so figured it was a good place to put it.