hubcap

I just got my invoice for the IFR certification that is required every 2 years. I was wondering how much folks are paying for that service. My invoice was for $634.38 which includes the certification for my 2nd altimeter on the G5.

If I am not mistaken the TIT is required for the 231 but not the 252 or Encore, which is why I have it on my display.

This is exactly why I don’t recommend a Mooney to a low time pilot.

The G3x is customizable. It is very easy to rearrange the screen and move the engine instruments to the other side. In that particular layout it only shows the temperature of the highest cylinder. If you touch the engine monitor screen it shows everything in detail for all 6 cylinders. I was running a fuel flow of 10.2 GPH. The entire trip only took 30.2 gallons which includes climbing to 15,000’.

Finally got it right side up.

Took the pictures with my IPad. That’s likely the issue.

I can’t figure out how to turn the pictures right side up.

This is what it looked like today headed to Kentucky. Apparently I was flying upside down.

A turbo charged airplane is a matter of preference. Personally, I don’t want a plane without a turbocharger. The cost of a turbocharger is minor compared to the overall cost of ownership. Being able to fly over the bad weather is worth it to me.

There is an effort to combine the Mooney Max event with the October, MAPA event being held in Branson, MO at the same time.

Do not rule out Oklahoma. It is pretty much the reddest of red states. Tulsa and Oklahoma City both have good airports. The folks are very southwestern, the climate is mild and there is plenty of good food. Centrally located, it gives you great access to a much larger section of the US than either of the coasts.

I was notified yesterday that my ForeFlight subscription price is going up when I renew.

That was painful to watch.

My advice would be to chalk it up to experience and never go back, and explain to them exactly why you won’t be back. No need to raise voices or argue just let them know that you expect a good job and they are apparently unable to deliver that, so you will be taking your business somewhere else.

Approach vectored me for a right base to Rwy 3, which meant keeping me at 10,000’ until he called my base which put me about 4,700’ AGL on right base. A bit higher than I am accustomed to, and I couldn’t have done it a couple of years ago, but I threw out the speed brakes dropped the gear and some flaps and intercepted the glide path on a 2 mile final on speed. Those MAPA classes have really paid off. BTW - I highly recommend Aero Center Casper. Rock star line crews and service.

I tend to be pretty conservative in the way I manage the engine. I run LOP 95% of the time in cruise. I can easily get 150 KTAS at 10,000’ on 10 gph. Most of my flying is in the Midwest where don’t have mountains to worry about.

In my view, this is all about context. If I am flying a few approaches for currency and I need a safety pilot, I expect you to keep your hands off of everything unless we are fixing to bend metal. If you are preparing me for an IPC or my CFII then I would expect you to throw in a few curves. Just my .02

It’s that time of year for me to go to Casper, Wyoming on our annual business trip. According to ForeFlight it is 699 miles from KLXT to KCPR. Myrtle was at the top of her game today. I filed for 150 kts and 10,000’ because the winds were not favorable at our normal 15,000 - 17,000’ From engine start to shutdown was 4.2 hrs. That’s is an average ground speed of 175mph or 152kts. Did all that and only used 42.1 gallons of fuel. That is ~16.7MPG. Myrtle does a great job.

I won’t takeoff on a cross country trip in IMC with a non-functional autopilot. Hand flying 3 hours in IMC doesn’t seem like a good idea to me. I did my instrument training in a plane without an autopilot, so I learned how to hand fly, and I do hand fly over half my approaches in order to maintain proficiency. Using technology to make us safer seems like a great idea. Technology becoming a crutch seems like a bad idea. When I was getting an IPC at a MAPA class my instructor told me he didn’t like giving IPCs to Cirrus pilots because as soon as he failed the autopilot the pilots all failed too.

I have flown Myrtle in the flight levels a few times, but honestly, the sweet spot, for the M20K 231, as has been mentioned, is somewhere between 15,000' - 18,000'. The few times I flew in the flight levels it was to take advantage of the tailwinds but honestly at the end of the day I doubt I will venture up there again. The juice just isn't worth the squeeze for me, and to @LANCECASPER's point, if I were going to fly in the flight levels, I would definitely have some type of back-up O2 system. Another thing that has been mentioned is the difficulty in hand-flying in the flight levels.....I wouldn't do it without a good autopilot.

The Flight Aware data looks like the plane’s groundspeed was really slow before it ended.

Do not spend any money on aviation until you get a valid Medical certificate. Do not train in a Mooney for your PPL. Never buy a Mooney with the thought of renting it out.

Welcome & Congrats on a great plane and a great trip!

When Myrtle was down for 7 months getting the panel upgrade, I flew with an instructor after the first 3 months and then again when the project was complete 4 months later. I thought it was a good idea then and I still do. I have 500+ hours in Myrtle. I guess the correct question is “Why wouldn’t you?” I can’t think of a single good reason not to.

Has anyone ever seen a private equity company lower prices on anything? I wouldn't be surprised to see ~40% price increase on Foreflight after this buyout takes place. Many will leave, but many will stay with Foreflight and in 5 years the buyer will set it on fire and spin it off with so much debt that it collapses in a few years. Remember ----- Remington, Toys-R-Us and Red Lobster? The same exact thing happened to all those companies. I think TWA had a similar ending......