Pinecone

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.

Came back in one evening and guy in the next hangar had his vehicle in front of my hangar and about 10 - 15 feet out. I sat there for a while thinking maybe he would hear the engine. Finally shut down and had to go into his hangar to get his attention. Good thing I have a Sidewinder. As time goes on I find that most people are morons. Another time pulled up to the pump, a Cirrus was parked there. They climbed in as I headed in to hit the restroom while I waited. I heard him start the engine as I went into the FBO. I used the rest room, came out and he was still sitting there with the engine running. I waited a bit to not walk near while he was running. Finally walked past, got in my plane, started and taxied away and he was still sitting there.

If bladders get wrinkle, all sorts of not good things can happen. See C-182 AD. We had a C-T182R on the field back in about 1984. After the reports of issues, we went out with the owner, sumped the tanks and got no water. Shook the wing, waited a few minutes and got more than a quart of water out of it.

Yeap, but need a couple of bigger holes near the bottom for fuel to move and one bigger one for the air

I just noticed, the pictures show a 3 blade prop, but the specs say 2 blade????? Nice panel through. It it was at $175K, I would say I might consider it at $90 - $100 to cover the engine. And a GOOD corrosion inspection

My K (252) has Monroy tanks. It takes time to fill it all the way. I flew last Friday to a nice place for lunch with cheap fuel. So I wanted to depart with every gallon I could get in the plane (with 2 people, still well below gross). We filled the inboard filler on one side, then filled the outboard (Monroy). Then did the other side. Then back to the first side to fill the outboard again after the fuel migrated to the inner (original tank). then back to the other side. We did one more round, then headed to lunch. After lunch, we put in another 9 gallons total. When I calibrated my fuel stick, putting in 2.5 at a time and waiting 10 minutes between each addition, I was able to get 3 more gallons in than it is supposed to hold. And even with the fuel was just below the outboard filler neck, I could hear air bubbling out of the inboard tank. I wish the STC included drilling a couple of reasonable size holes to more rapidly transfer the bulk of the fuel from tank to tank.

Check with Byron (JetDriven here on MS, I don't know how to make the call link) with RPM Aircraft Services at KGAI. Very Mooney knowledgeable and flies a J.

Most forum software does not allow 3 letter searches. Like many security questions will not allow 3 letter answers. But then ask things like parent or spouse maiden last name. Many of which are 3 letters.

Some military jets have yaw dampers, but most all airlines do. The closest I got to a "student" killing me while I was instructing with a 24,000 hour 747 Captain. He needed to get some where, an instead of getting checked out in our 150, he just had an XC lesson. Dusk take off, he throws the power to it, and we turn 45 degrees to the left and head for the trees. I quickly got a bunch of right rudder and barely keep us on the narrow paved runway. Same thing on the return flight, but I was expecting it this time. It is amazing how much the nose will swing on a lowly 150 if there is NO feet on the rudder.

I have KAP-150 with KAS-297B. I occasionally get some porpoising. The way I found to stop is easiest is to hit the CWS for a bit. Mine will hold an altitude if I hit the ALT button at that altitude. But it will only capture if I set a VS number for the climb of descent.

Definitely. Pretty much all of Mel Brooks movies could not be today. The Replacements might do that. There are a few others, but not many.

The thoughts about availability are very on point. One I had not considered, but a big thing, especially for your Private. My thoughts on not training in your plane, especially in a Mooney, is at the beginning you are going to make a lot of bad landings. I would not want to put those stresses on my personal airplane. Not that all my landings are great. By the time you get your Private, most of your landings will be OK. Depending on the panel you would get, doing your instrument can be done perfectly well in your plane. I am old school, in that I think initial instrument training should be with a 6 pack, to learn to scan, where you have to scan. And without all the bells and whistles to learn to make a mental picture of what is going on and where you are in relation to the approach, airport, and runway. But, you don't need to do your entire Instrument Rating in 6 pack. There are a couple of ways to deal with issues when your mechanic is not at your field. Obviously, if it is not something major, you fly it to your mechanic. Other options are, to have your mechanic fly to you to get it flyable, then move it to their shop. Or, have the mechanic on your field do what is needed, either the entire job or just enough to be able to fly it to your mechanic. I have the best of both worlds. I have a great Mooney mechanic not too far away. And a very good shop, with a good bit of Mooney experience, on the field. Then, you could always move so you are based at the field with a great Mooney mechanic.

Yes, I do fly with an iPad Mini, yoke mounted, with ForeFlight. If one large screen is good, four is better. Another question. 1) If I keep the 650Xi, what second nav/com unit? 2) if I switch ot 750Xi, what second nav.com unit (assuming I can't afford to keep the 650Xi)?