Pinecone

If the field has a mechanic, you try them. Otherwise you call your mechanic and see if they come to you to at least get it flyable back to his/her shop. It if not an insurance problem if it is a mechanical failure. It is only an insurance issue if the mechanical failure causes other issues. So, the insurance company does not cover the engine quitting in flight. But if you land off airport, they will cover recovering the aircraft and fixing any damage caused by the off airport landing. You have to pay to repair/replace the engine.

YOU are talking about that. The OP is talking about a breakdown at his home field, or why traveling, without a Mooney savvy mechanic on that field.

If you have speed brakes, they add 15 gallons to each side. I don't remember the number without speed brakes, but seem to recall about (corrected) 18 per side.

HUH. Is that how you were taught? You NEED some time in a tailwheel aircraft. I start my take off roll with full aileron into the wind. Rudder to maintain straight down the runway. Aileron is removed as needed, but in a strong cross wind, after I raise the nose, the down wind main lifts off, then finally the up wind one. So as soon as I break ground, I am in a slip, that transitions to a crab.

I figure it will make them worse. With this, people will turn early to avoid overshooting, then jink around to get lined up, leading to more slow speed, low altitude turns.

FYI, the GTN non-Xi require the card to stay in the box, as it contains the terrain data. The Xi has more memory and you can remove the card. Thanks for the info on the GNS method. IIRC, the GNS uses a special card? I know my GTN-650 had a Garmin TSO card in it. My Xi (swapped to newer box), uses any card, but I have a Flight Stream 510 in mine.

Inflation. An AIM-120 AMRAAM is over a million per shot. AGM-88 AARM is $6 million each.

OK, so still trying to decide. So free T-shirt and food. Hang out with some Mooney folks. Is that it?

I wonder how much?

For checklists, I have been running MiraChek. It runs on my phone or tablet and talks to you. With a BT headset or earbuds, you can actually check things off by responding "Check" to each prompt. If you like an old school backup, it will also format your checklist for printing.

One more time, @jetdriven at KGAI. And he hangs out here and offers help, for no charge.

I think he means means if it breaks. Which can also happen when you go someplace. At that point you can either use the maintenance on the field. Or, ask your mechanic to fly to you with parts and tools to fix it enough to fly it back to his/her shop.

It sounds like a good upgrade would be a second fitting to flow fuel. It does take a good bit of time for them to equalize. It makes it hard to fully fuel the aircraft.

They do have reduced rate packages when you have more than one box that needs the data. Strange they would not lock it to the devices. Otherwise you could share your subscription with everyone you know.

Multiply that by over 4x for the Sidewinder. Almost $450,000 for a war shot. The shotgun shell is about 3x. 00 Buck is about $2 per round these days.

Use what you have. A kill's a kill. When I flew the A-10, when we landed to the NW, the disarm area had us pointing down the one parallel taxiway (see KMTN). We would announce to tower when we checked in if we were disarming the guns, so they would keep that taxiway clear. No real reason for civilian aircraft to be on that side, there is a parallel on the other side. So we land and are in the disarming area. A Piper lands and turns off the runway the wrong way. Tower tells him to hold short of the parallel and he ignores and rolls out. Tower calls us to stop disarm work due to the Piper. A voice says, "We'll take them any way we can." (We are on UHF, tower is on UHF and VHF, Piper is on VHF so only hears tower side.) Tower asks, "Say Again." Voice says, "A kill's a kill." Tower SCREAMS, "Piper 1234 turn right IMMEDIATELY at the next taxiway.

And there is someone working on a carbon fiber replacement skin.

I wish there was a way to remove the flappers.

I can't say anything, as it will end up being a political rant and get me in trouble.

Hmm, get a cheap car. Get it to mechanic's field. Drop off plane, drive home. Drive back, leave car for next time. Maybe put it into Turo to offset the cost.

It is easier, because the made the new ball parks a bit smaller.

This is a key point. It not only about being uncoordinated, but in which direction. If you are slipping to loose altitude and you start to stall, the high wing goes down. Release the rudder, you are near level, fly away. The killer is skidding the final turn. Holding the low wing with ailerons, but trying to increase turn rate with rudder. You start to stall, the low wing tucks under and boom, you hit the ground. Find an instructor that knows what they are going and a spinnable (preferably aerobatic) and do some cross controlled stalls. Slipping stalls are easier than straight ahead. Skidding stalls WILL get your attention.

For best useful load the Encore, or even better a 252 converted to Encore seems to be there. Mine is 1119. And Turbo, so high is good. And more thrifty on fuel. Mine does 174 KTAS on 10.3 GPH in the mid teens.

Can you actually do that? I think the nav data is locked to the specific serial number. I know when I switched my 650 to a 650Xi, the shop also changed my data subscription to the new GPS.

I have a Flight Stream 510. So my iPad with ForeFlight is getting GPS data from my 650Xi and ADSB in from my GTX-345.