PilotX

Bravo (M20M Long body, Lycoming TIO 540, 190 KTS, 20ish GPH, 89G fuel) Also Bravo (M20M Long body, Lycoming TIO 540, 170 KTS, 14.5 GPH, 118G fuel)

Bravo.

Looks good. Agree that second 275 is a must but avionics are expensive, ask me how I know.

Unknown. I have seen quotes vary wildly on my plane. PPL it tripled, 10000+ ATP the quote was for a few hundred extra.

What is the requirement for an insurance checkout these days? I know my open pilot requires 750/Instrument/25M&M.

Under contract. Cancelled Buyer passed a list of reasons none of which apply to a a 34 year old aircraft. I would love to have a fresh paint job, tank seal and a trip to AeroComfort and have somebody else pay for it. Sold 1/2 to a long time friend. Putting him to work.

Depends on how the ELT is certified. One I saw said the only approved antenna is the whip that it came with.

I used Banterra.

Thank you sir. If 118 gallons was enough to make it down under I would be there to buy you a beer directly.

Hey @patrickf did you ever get around to the Bravo? I think the landing calculations are the same but the takeoff might be different NA vs. Turbo. Thanks!

I have a pouch that hangs from the head rest between the two front seats. That way everybody hears the deedle deedle if something changes.

I installed fine wires but flies fine LOP on the Lycomibg rebuild.

Putting my Bravo "Miss Daisy" up for sale, thinking ~$270K. Working through a broker but first come first served. Hangar'd. Monroy LR tanks - no leaks, refreshed interior, currently reupholstering the luggage department. SoundEx Foam throughout. New baffling and hoses in the engine compartment courtesy of @Gee Bee Aeroproducts G3X Touch primary / G5 - backup / GNS-530W / GFC 500 Autopilot / Garmin GMA-245R / Garmin GTX-345R / USB charging - all courtesy of @Warren Comm #2 - KX-155 All LED lights Onboard O2 /Two-place O2D2 / 24V Ground Power / 406 ELT / AeroTherm engine heater TAS 170 @ 14.5 gph LOP / 1034# UL / TT 2155 / TSMO 267 You can see the panel transformation from when I bought it till now.

They never really say. My liability stayed the same 2022/2023. 2021 160K hull value / 10 was $11.33 2022 200K hull value / 10 was $8.47 2023 240K hull value / 10 was $8.41 I don't know if that even means anything.

I think it was experience with the plane, new to me, low Mooney hours? Liability also dropped by about $100 as well.

Thought I'd share renewal costs this year. I bumped up the hull value to 240 because of a(nother) major avionics install courtesy of @Warren. Looking at the increase it is related to the hull, liability remained the same. As far as I can tell the rate per $10K hull, is unchanged 2022 to 2023. I logged 663 hours last year, 38 in Miss Daisy. 2021 - $2156 - Hull 160K 2022 - $1976 - Hull 200K 2023 - $2302 - Hull 240K

Don't forget the chart.

During high-bandwidth events (maybe low bandwidth but low proficiency as well), switching is good. Switching is good for a proficient pilot. It won't fix everything (especially if you ignore flashing MSG or other indications) but recently I had the opportunity to fly with a pilot that didn't notice that we were still on magenta until about two miles from the FAF. Approach wasn't briefed and this was an IPC. I was waiting to see what was going to happen, clear for the approach but APPR not pushed. I had hoped for a missed approach but instead I got a flurry of button pushing and frequency checking. If there hadn't been some automatic (workload alleviating tasks) functions built into the system, I bet we still would have flown the approach but it would have been even less stabilized. For reference, this was a VFR day and I don't allow pilots to use their APs when flying approaches on an IPC. In this plane equipped with a GFC600 auto switching is enabled but it has blown through the final approach course in the past so there are some trust issues. @Marc_B has put a lot of effort into understanding how is plane is configured and what it will do, I need to visit my installation and see if I have auto-switch enabled. I was always curious in my previous plane and need to be more proficient in my Bravo, which I typically hand fly VFR.

Your neighbor accidentally hates you. Seems to have been backing up in a hurry.

I allow a good friend to use the Mooney at an hourly hobbs rate. He has contributed immensely but that is because he is just a great guy. He also flew when I was out of town for five months. So while we don't have anything written, he meed the minimum requirements. My previous partnership was more formalized but again, long time friend, he stopped flying wants to start again.

Six degrees nose up. Works every time.

All makes sense. G3X presentation is great. Pushing from FF to a 650 is ideal. Thanks everybody.

Opinions requested. If you were looking to save a few AMUs. If you chose to put a 650/GNC355 with your G3X vs a 750/650. Given my level of use and understanding, the 750 and 650 can both power the G3X, Foreflight and pushing flight plans to the panel outweigh any benefit of increased 750 real estate for button pushing. Currently have a 530W/King Nav/com. Thoughts?

Talk to @Warren they have always done great work on my plane in Colorado. http://www.rockymountainaircraftservices.com/index.php?pr=Aircraft_Avionics