PeteMc

Just say "single engine" and it will register with them.

That's one option. I have one iPad that's dedicated to flying (Air) and one that was for work, but has ForeFlight loaded (Pro). And then FltPlan Go and Avare on my Android as a backup to the backup. (Really wish ForeFlight would make a "Lite" version for Android for continuity.)

What can I tell you. It's not in the POH that came in the plane and it's not in the one I called Mooney and ordered right after I got the plane to have at home.

Interesting, my POH does not show that figure, but the Service Manual does. I did a search, but never scrolled through the Svc Manual to the drawing. Thx! And... do you have a 252 or a 231? Your pages look a LOT better than mine.

I'm filling out the PPP form... And remembering why I didn't like school. So the one thing I can't find in the POH, Svc Manual, various other publications is the Prop Clearance for a K/231. Google wasn't even my friend with various search phrases. I'm sure the info is right in front of my nose and I keep looking right past it. So???? Can someone tell me where to look? Or just tell me the clearance!? (Feel like I should sign my post like one of those old newspaper columns... Maybe "Perplexed Prop Head")

He's asking for a GNC355, per the OP. And that's why I asked my questions. Unlikely there'd be a difference in the details or even the visual presentation.

Is there really any significant difference in the map for any GPS panel mount? I figured they'd pretty much be the same.

I seriously considered a GTN750Xi, but didn't think it was worth it. I keep my GTN in Default Nav and rarely look at the Map on either GPS. If I got the 750 I still would probably not gotten Approach Plates for it as it would just feel unnatural to look over to the center of the panel for the plate. So I'd still be looking at my ForeFlight screen. They are great boxes, I just didn't see it as "greater" than the 650. Suppose if my GNC ever dies, I'd look at maybe moving the 650 to the #2 spot and putting in a 750... But I might reach the same conclusion and just put in another GNC or get a second 650. Maybe by the time I need something there will be a GTN 9/850 with DME/DME Nav in addition to GPS and VOR.

Gotta love a place where you click on Nightlife and you get one place... Bluenose Gopher Public House But the Fagen Fighters WWII Museum looks like it might be fun. It would be a bit of a stretch to get there in one hop going east, so we'll have to look at it on the way home. But it's on my list of places to go to now.

Leadville is definitely on the list and a consideration every trip. We just haven't made it there yet. Furnace Creek is also high on the list. Flew over it when we did our last big circle around the US, but from what I hear, the Rwy is buckled in places and it might not be a place for a Mooney. So I guess I'll have to do it in a rental sometime. (On that trip, it was VFR the ENTIRE month of Oct, 2023 while we were flying. I logged .2 of Actual only because ATC vectored me off into the few clouds there were leaving AWO. Otherwise I could have departed VFR on course with no issues.) As for planning when I'm not looking for any specific place to stay, I pretty much do what you do. Though my go-to lately has been the Trip Advisor in ForeFlight. On a trip back from I69 in March I ended up in Cedar Rapids, IA (so I could check IA off my list of states visited), Sioux Falls, ND (FBO had a good deal with a downtown hotel and there are good restaurants), and Billings, MT (just cuz it worked with what Trip Advisor was showing me).

We're going to do another X-US flight from WA (KSFF) to ND, PA, NY and to the PPP in Burlington, VT. We've done a few of these and have hit the "Top Spots" on our lists and I figured I'd ask here for either local places by you or places you've stopped when you've done long flights. Looking for both those quick fuel and lunch stops as well as either a great place to spend the night or even a couple of days. The trip back east will probably be more northern or central US. But the return trip we might do a loop more to the south. We're not exactly sure how much time we have. So what are your thoughts?

I don't think you'll find any difference with the Jepp data for the GNC. There are no Charts, so everything else is basically the same data. And I've never used the Safe Taxi on my GTN or GNC, the Apt Diagram comes up in my ForeFlight and is MUCH easier to see. Terrain hardly ever changes, so that could be once every time they update it. But you might consider the Obstacle data. So that puts you at $494 ($299 + 195) so even though you don't need Terrain & Safe Taxi, you might just as well get the Bundle at $499. Then whenever anything is updated, you'll get it.

As others have said, when you check the oil after a flight, expect it to be low. In my TSIO-360 it can take hours for the oil to finally make it's way out of the engine so I know how much oil I really have. On a typical daily flight I expect to be down at least to 6 quarts, maybe even 5.5. My preflight also includes a quick belly check. If there is oil on the belly or if the exhaust side looks like a lot of smoke came out, then I may wait a bit longer to see if the oil on the dipstick slowly goes up. And I never put more than 7 quarts in AFTER I know everything has settled. Any more and I just blow it out the breather tube, even with an oil separator.

Does the plane have ADS-B OUT? There will come a time you may really need it and it will become an issue if you don't already have ADS-B Out. So maybe a GNX375 instead of the GPS175. And I'd seriously consider looking at the GI275 over the G5. Much more robust and capable unit. EDIT: Corrected my GTX375 to the correct GNX375 (Thanks @LANCECASPER)

I was just going to say what @Phil EF said. Did it actually FAIL the hydrostatic test or is someone telling you that it is "past it's life" and you need to replace it? If they're saying "it is past it's life" they are WRONG. (Unless... there's some Canadian Reg that gives the tank an End of Life date.) Aerox Aviation bought Scott, who is the original installer of our 231 systems. And they're in FL, so that might be the best option here in the US for you. If for some reason they can't get you in, I had really good luck with C&L Aero in CA. https://www.aerox.com/repair-station-and-support/ https://www.c-l-aero.com/

Is it just a "switch" you need to install???? I'd think there'd also be data to go back and forth.

From what I see.... Discontinued in 2020. Jeppesen stopped theirs in 2019. And I'm assuming the AP is set up to follow the VORs or Heading mode. So you could still monitor the magenta line just fine.

Not to rain on your attempt to sell the units, but I don't believe you can't get a Database for them any more. So if you're VFR anyway, why wouldn't someone just go with their ForeFlight (G Pilot, etc.) with a current DB?

I just happened to search through one of the PPP manuals and it has a section that states "...Some M20J/205s allow higher speeds for up to 15dgr flap extension." So as I had said, check your POH for your specific plane.

The light may not be on a breaker, it may be connected directly to the battery with an in-line fuse. But does your light go on when you open the Baggage Door? There is no switch? Early on I drained my battery when I pulled a larger bag out in the daytime and didn't realize I had hit the switch. I ALWAYS checked the switch after that and when I had the interior done I had them put a guard around the switch so I wouldn't hit it by mistake. But if your light just turns on every time you open the Baggage Door, then I'd definitely look into one of @DonMuncy's timers.

I have a 231 and was having some cooling issue. My mechanic (Mooney Service Cntr) said they often drilled holes in the plate 1980Mooney showed.

Check you POH again. My guess is it says FULL FLAPS for the Max speed. I've been told by multiple high time instructors that if you want to put a little bit of flaps in for drag or whatever reason, it is NOT prohibited.

No, not "at all levels" ONLY at zero. The above Reg didn't mention it, but I've had a couple of mechanics say the fuel gauge should be accurate at both Full and Empty, but in between is pretty unusual. If yours are accurate all the way from Full to Empty, go play the Lottery as you're pretty lucky!! Mine move fast then slow then fast as they transition from Full to Empty. When it gets down towards empty it seems to be pretty accurate (based on refilling), but I still go by my JPI. I also have a second Fuel Used indicator in my Aerospace Logic Fuel Flow (digital replacement for my MP/FF gauge). So I'm pretty confident about how much fuel I have used on a flight.

Yes.... There's a LOT more about where to connect earlier on in this discussion. And we're fully aware that the G1000 would need an optional Flight Stream to add BT. And the original question is all about connecting a phone and tablet.

I can control basic functions of my panel mounted GTX (non R) through the GTN or on the front panel. If I want to go into more functions/menus I have to use the UI on the GTX. As for the BT... The BT is totally disabled, not just the UI in the GTX. At least in my installation and others I've talked to. When I asked the shop about it, he said he didn't have a choice per Garmin's installation instructions. And then there's the stupidity of not adding BT to the GTN when they came out with the Xi version, but to not allow you to use BT in the GTX is just mind boggling. I didn't really think about it when I was doing my installation, I just got the FS510 because everyone said that's what you do. But now I see that the G1000 can use the GTX BT, SOOO.... What's up Garmin?! I'm guessing a lot of people with a GTN put in a GTX345, so why not just let them use the BT and add a little code if you're connected to a GTN, you can do Flight Plan Xfer, etc.