Brian E.

Awesome summary--thank you so much.

Lance - I've been look at SoundEx for cutting down drafts in the box on my Moonship. Did you use the 1/2" or 3/4" version. In general for a mid or short body Mooney, how many 4x3 rolls do you recommend?

I’m 700 hrs on the hill. It has survived 2 generator failures as well

What a tragic accident--sorry about your plane and the logistical challenges that await you. So thankful you and yours were not injured on the gournd.

Quick math says about 500 hrs and over 3 years.

I know of several short body airframes with their battery up front that would benefit from the CG shift to the rear. I'd love to give it a go aside from the $700 price tag. Incidentally, when my sealed Concorde failed I went with a sealed Gill and couldn't be happier. I certainly wouldn't be afraid to try an Earthx if the price we're a bit more competitive.

@gevertexYou mentioned the prop is set for 2700 yet the picture shows 2300 so when you mention that your prop is set for 2700 I presume you have the prop control full forward? If your fuel flow is calibrated it seems wicked high for cruise flight. With that in mind I think you may be in flaming dragon mode: 24/27 (MP/RPM) and full rich. The key number for the M20J is 47 for 65% power or 50 for 75%. Many would recommend keeping the throttle wide open and pulling the prop back to get to your desired key number. Awesome plane, awesome panel! (edited after I reread your post on the rpm sensor)

Great writeup--GLWS!

An airspeed switch plumbed off the pitot-static system is another good slick option as well.

Agree with @Vance Harral I've given a fair amount of occasional instruction (1 - 2 times a month) to aspiring pilots. They develop a lot of confidence, have fun and many are able to solo on their 16th birthday.

To echo what @Ragsf15e posted, you own the runway as long as you're on it. Certainly you should be reasonable (don't pitch a tent and camp) but don't rush and make a critical error--gear retraction, turn too fast and collapse the gear (generic example not necessarily Mooney specific), etc. The other thing is you can't control what you can't control. At the towered airport many times controllers can apply reduced runway separation or category separation for a full stop landing behind a full stop or touch and go. However, there would be a different clear of runway standard if the succeeding aircraft were a touch and go versus a full stop. I'd always found that many times the go around was a result of the arriving aircraft not making sufficient adjustment to their pattern to account for the preceding aircrafts type of landing even after the pilot was advised. Finally at uncontrolled airport many people will apply a clear of runway standard when it's not needed/required by the FARs. That's their choice or comfort level that determined if they were to go around. Certainly at your first approach the succeeding aircraft was aware of your arrival and hopefully you announced your type of landing (i,e, full stop) for them to base their spacing. Again, you have to fly your aircraft and operate safely. The rest is on the other pilots to operate their aircraft safely. Control what you can control, work together to ensure efficient, safe runway and airspace use **Incidentally, I prefer 105 MIAS/90KIAS finals until the MDA or DH--that's a technique. The other most common technique is your approach--fully configured before the FAF. Do what you're most comfortable with and keep flying

And what would be the reason in a Bravo? Inquiring and curious minds want to know!

No yaw damper here and no regrets. Great upgrade--awesome in every way!

You're right that (d) doesn't talk about a safety pilot. Section (c)(1) provides for "or under simulated conditions using a view-limiting device that involves...: the aforementioned 6 HITS Now... FAR 91.113(b) requires that both IFR or VFR flights maintain vigilance by seeing and avoiding other aircraft. If the person flying is wearing a view limiting device another qualified pilot must be on board to help see and avoid other aircraft making that qualified pilot a Safety Pilot and is a required crew member. FAR 91.109(c)(1) requires that the Safety Pilot must hold at least a private pilot certificate with the category and class ratings that are appropriate to the aircraft being flown. Hopefully that answers all of your questions. BYW, congrats on working on your Instrument Rating to maximize your K and your safety!

@pt20J You can officially add me to the list. I thought I was going to get a can not duplicate (CND) but I turned off all airspace alarms and still received a MOA alarm on the G3X--no alarm on the GNX 375 at all. Again, I have every airspace alarm toggled off...