Bart Chilcott

Yes, I’m aware of this. I use it to prompt ATC if I haven’t heard from them for a hand off. I bring up IFR low charts on my MFD. My point was to encourage Gitmo to proactively prompt ATC if he hasn’t heard from them.

Glad to hear that your ordeal had a good outcome and that you and your wife are safe. I understand your feeling about using flight following but I would encourage you to continue to use it as often as you can. I currently fly a little over 100 hours per year. Eighty Five percent of my flights are cross country and 100% of those are with flight following. I make it a personal rule that if I'm flying over 100 NM, I get in the system. I too have encountered ATC either forgetting me or handing me off incorrectly. Although I've found their errors are more the exception than the rule, I've learned that its my responsibility to insure that I'm not forgotten and with the correct center and on the correct frequency. For example, if I know I'm close to a hand off or over due for one and have not heard from ATC, I give them a call and simply say "______ center, how do you hear?" Typically they respond with, "I hear you just fine" and then (conveniently) they give me instructions for my next hand off. My point is, I think we have to take an active role in making sure we are handed off correctly. After all, its a service that is based on work load and certainly subject to human error. The service is not perfect but very close to it and I wouldn't fly cross country without it. Good luck with your engine woes. I'm currently burning about one quart every six hours as well and suspect I have one cylinder that either has a step or is tapered.

Sadly, on an M20E, there isn’t an APU unit or an external power plug door. Or at least it wasn’t a stock item on mine.

Takair had a similar idea. Because I have a vacuum step, I may mount the connector inside and near the step opening. Giving me just enough room to plug it in and keep the female connection tucked inside the fuselage. I’m going to look into this and will post pictures if I’m able to install it that way.

Thanks PTK. Sounds like a GREAT set up! Please do send pics! I'd like to see what it looks like.

I probably should have mentioned that my battery is located in the aft fuselage left (port) side just behind the luggage area. (But I think you understood that Don) If I snake the lead wires from the battery to through the hackrack, for example, is there an issue of leaving the batteryminder plugged in and placed in the hat rack? Or does it need to be outside the Fuesrlsge?

Holy cow that paint is identical to mine!

I replaced my old battery in 2016 with a new 12V Concorde sealed battery. Its been a great battery and its never let me down, but I'd like to add a Batteryminder model 128CEC1-AA-S5 that is specific for this battery. Has anyone installed a connection for their batteryminder other than removing the fuselage access panel each time and opening the battery box to connect it?

Post some pics of your lighting upgrades Marauder. I’d like to see the finished product

Matt, You haven't seen a red and white belly strobe (coffee grinder) on a vintage Mooney? They all have (had) them unless they've been removed and changed to modern strobes. Typical stock lighting configuration on a vintage Mooney is red/green wiingtip lights (no strobe, no white) tail marker white and a belly strobe (rotating beacon aka coffee grinder) flashing red and white.

Interesting point as the only difference between these lights and what I have on the aircraft are the incandescent vs LED . I'm running all stock lights now and the only white one on my aircraft is the tail light. (and the coffee grinder on the belly). These are one for one replacement (red, green, white) with what came on my aircraft in 1965. Just better technology and much brighter. The flashing is a pilot controlled option.

I fly a 65 M20E. I have the stock belly rotating beacon and stock wing tip and tail NAV lights. I'm thinking of replacing the position lights (wing tip and tail) with new LED bulbs from "Sextant Lighting". They produce a NAV/STROBE replacement LED bulb designed for vintage aircraft. The kit comes with the three bulbs and three clear glass domes to replace the colored stock domes as the LED's themselves are colored. When the bulbs are first turned on, they are constant on NAV lights. But when you switch them off for 3 seconds and then back on, they strobe. I'm wondering a similar question. If I install these, can I remove the mason jar type beacon from the belly. Here is a link to these bulbs being installed on a vintage Stinson. V

Alex, were you getting any type of belt squeal from your old alternator?

Being an aviation state and home to Wichita (air capitol of the world) Kansas has very friendly aviation taxes. Zero property tax or use tax on aircraft 30 years old or older used for private purposes. However, that all changes if you register it in your business name.

Congrats and welcome. We have similar paint schemes!

I stand corrected.

I've never seen any aircraft of any brand, with electric gear, that didn't have that style of switch. Whether or not having that particular style is an airworthiness issue is probably something you should ask an AI. I suspect the switch has been standardized in all aircraft for quick identification.

Aside from simply not functioning anymore, are there any warning signs that a starter is about to go bad?

You'll enjoy Tulsa if you haven't been before. Have fun flying home! It'll be a great adventure. I did something similar when I bought mine. I took my CFI with me as I wasn't IFR rated. We flew mine back from Seattle to Wichita, crossing eight states in two days. Just get ready to get spoiled on speed! You'll never want to go back to anything less. Have fun and welcome to the family.

I have an E also and I've owned it for about a year and a half and I have logged almost 200 hours in that short time. Like others have stated, learn to control your speed and plan your descents. I came from flying (plowing) around in a 172 and wasn't used to thinking so far ahead of the airplane. If you have a G430, use the descent planning page to help you get to your target altitude for the pattern. You can set it up for the rate of descent you want and it will remind you when you should start to descend. I set mine up to hit pattern altitude 4 miles out at 500 fpm. It helps as a handy reminder especially when flying cross country at high altitudes into unfamiliar fields. I live in Wichita KS. (35 miles north of Oklahoma). What part of Oklahoma are you going to?

What does the machines retail for?

I use Simple Green Precision Aircraft Cleaner. Highly recommended! http://simplegreen.com/industrial/products/extreme-aircraft-precision-cleaner/

I have the Stec 30 with GPSS in my M20E. It's been perfect. Altitude hold is merely a push of the yoke switch. I think you have to ask yourself how many IMC holds and approaches you'll be making to justify a 55.

Welcome aboard jrheathjr! Please post some pictures of your new ride so we can see it!