Pinecone

Maybe twice. But BIG difference between 3/16" acrylic and 1/2" polycarbonate. Acrylic seems to be 17 times the impact resistance of glass. Polycarbonate is 250 times that of glass or 14 times that of acrylic. Then you have over doubled the thickness, so at least double the impact resistance, so 28 times. But a GA windshield is not designed to handle impacts with large birds. Small ones, yes.

There is also the online magazine The Mooney Flyer. They have archives back to issue one, so there is a lot of reading and good info. https://themooneyflyer.com/

Somewhere I have a video tape of a large buzzard like bird hitting the windshield of a T-34. Glanced off the front seaters helmet and whacked the back seater in the chest.

I don't think it would matter. They had to go to 1/2" polycarbonate (aka Lexan, aka bullet proof glass) on the T-37 to reduce the problem

Bummer. Turbo will be missed. Not you, just Turbo. Which airport is the one being used for Mooney Max? Two come up in Airnav for Branson.

And it is not that many rivets. You are not disassembling the tail, just drilling out the one row around the tail cone

So does Mooney Max. But those two are at the same location.

Let's see. The GNS-430 came out about 1998. They are still serviceable, except for the screens, and that has been only for the past couple of years. So based on that, you can realistically expect a shining new panel be maintainable for at least 25 years. The G1000 came out in 2004, and they are still making and installing them in new airplanes. But, I do agree with you that the older stuff will still work great for many owners.

While I agree, in general, things could be better than expected. A local A&P/IA got a F model that was last in annual in 1997. It was painted, parked in a hangar and left. He got it for a couple of months hangar rent. He knows Mooneys somewhat. He pulled the interior and inspection panels and did a deep dive into the internals for corrosion. There is some surface corrosion on the steel tubes, with within limits. No spar corrosion. Engine borescope showed a small (quarter sized) patch of rust in each cylinder. But not deep. Things were good enough that he pulled two cylinders to inspect that cam. And it is fine. And this is also a Mid-Atlantic plane, but closer to the water. It still has a few niggling things but looks like it will be a nice plane for someone. @jetdriven is closer to the plane (KGAI) and a very good Mooney mechanic. He owns and flies an early J also.

As I said, the USAF found that the airplane slide on the foam, until it ran off the foam then slide the same distance on the dry pavement as if it had touched down without any foam at all.

There are two losses. Sucking the air in Compressing it. Full throttle lowers the first but increases the second.

USAF stopped doing it in the late 70s. The found that the foam decreased the friction to the point the airplane just ran off the foam and then slide the same amount as if there was no foam.

To give credit where is it due, IIRC, @OSUAV8TER was the one who talked to Whelan about making the LED recog lights and then placed the minimum order so they would actually make a batch. FYI, my 1986 M20K 252 has the tips with the recog lights. I suspect that most every Mooney that came from the factory with the sculpted wingtips have them. The flat tips do not.

FYI, the OSHA limit for CO exposure is 50 PPM for a 8-hour time weighted average. This means that you average the CO level over a normal 8 hour shift. So 100 PPM is OK for up to 4 hours per day, 200 PPM for 2 hours. If the exposure is longer than 8 hours, the allowable level is lower. So for a double shift (16 hours) the max average is 25 PPM.. NIOSH does recommend a maximum exposure concentration of 200 PPM. All that said, I would not worry too much about a 100 PPM during taxi or even climb. But would worry about a level that high in cruise.

I can see the value. There is no "right" answer, what works best for you. My personal way is to run the one tank to the low flue light (2.5 -3 gallons) and also plane on having at least 10 gallons in the other tank. But if I really needed to push the range, I would not hesitate to run one dry. The only want I could see my getting to this point is if something like a long XC and someone lands gear up and closes the airport, and I have an unplanned divert.

You can't fix everything. But if you were running on the fuller tank, it is very unlikely that it will fail that way at that exact time.

I am one who had a position light wire run to the tail Orion 500 while they did my avionics upgrade. There are LED replacements for the halogen wingtip lights, but from places like the aviation section of eBay. I have heard they are difficult to replace as the cover piece of glued in. And if you put LEDs in them, your annunciator panel goes permanent dim.

The neat thing with a turbo is that you can run most any fuel flow LOP. Our TSIO-360s are 13.7 HP per 1 GPH. So 9.5 GPH = 130.15 HP or 62% power for your 210 HP engine. So all you need to do it pick an RPM, set 9.5 GPH and then adjust manifold pressure to be LOP the desired amount. So I run my -SB at 10.1 GPH, which is 138.37 HP or 63% power (220 HP max). It does not matter what MP I run as long as it is LOP. If I need to run more LOP, I can either dial back the mixture, which reduces power. Or I can increase MP (more air) and keep the same 63% power. I run 2300 RPM at cruise. LOP is a slower burn rate, so lower RPM means longer dwell time to extract more energy from the fuel being burned. NA can't do this. Once they are at WOT the only way to run more LOP is less fuel which means less power.

WAT has a flasher that is about 1/2 the price of the Precise one. They don't advertise it much. But James Gallagher is familiar with them and stocks or can get them. It can flash 4 circuits, with 1 and 2 together opposite 3 and 4. Each one can also have a switch to turn the light on steady. So, in my 252 I flash the taxi light opposite the recognition lights. But if I turn the Taxi light switch On, the light stays on steady.

FYI before MREs were MCIs (Meals, Combat, Individual). Cans like C-Rations, but not a C-Ration, although commonly called C-Rations. MCIs replaced C-Rations starting in 1958. I went down a Wiki rabbit hole one time about rations. https://en.wikipedia.org/wiki/C-ration

Easy, just browse things like that and your ads will become tailored to more ads like that.

So the ads are based on what HE looked up online. Maybe he should not have complained in public. Or someone in his household it looking things like this up. YES, Siri and Alexa and similar ARE listening. That is why I have Siri turned off and no Alexa. My GF has both and there is NO DOUBT they are listening and modifying ads you see.

Pushrod tube can push out a LOT of oil. Even though they are drain back. On my -SB there was a problem with one O-ring it it pushed out about 2 quarts in 30 minutes. The best way to find the leak is to clean the engine compartment with mineral spirits. Then add 1/2 - 1 ounce of florescent dye to the oil. Run it a couple of minutes and look for the leak with a V light. It works best if you can get it into the shade or a hangar.

If you are pushing max range, you may want to run one tank dry so that you have all the fuel in the other tank. Say you plan on landing with 10 gallons. Which is one hour at cruise power. If you have 5 in each tank, and say you have to go around and due to traffic, re-enter the pattern, there is a change you will forget to switch from the now very low tank to the other one. If you ran one dry, you have all the 10 gallons in the one tank and don't have to possibly remember to switch.