dkkim73

This is a much more general question. Perhaps a lawyer will step in on the legal basis of insurance practice. Insurance companies discriminate heavily and in a fine grained manner based on many things. No way they will give the same policy to a healthy 25 yo as to a fat 52 yo with a positive family history. Even the gravy train of last resort (the government) implicitly does this with up front selection eg for military, as they may own the lifetime risk, eg disability determination when mustering out etc. We may see something interesting with the "all people should be made perfectly equal" vibe in political society currently. There is already some mandated risk acceptance in the law, eg portability. I suspect there won't be enough of a lobby to force companies to take hits on GA, not enough of an audience of voters to appeal to. Just my hunch. Not an insurance guy, just a physician who's watched the govt play Econ 102 Sim Lab with healthcare for 15yrs... DK

That's sad to hear. Guessing from your handle you were going to do some dentistry?

All of that seems pretty concerning to me. Intensive training should IMHO still be dependent on each student. Has anyone here used PIC (Professional Instrument Courses)? https://www.iflyifr.com/ I used their textbook during my training which I found extremely cogent and thoughtful despite it's relatively short length (I'd already done ground school with the Jepp Textbook but this covered all the academics very practically as a review). I thought I would consider them if I ever went for this type of refresher training. Maybe a resource if you want something else to finish up. I would think you would want to view that original school with a lot of skepticism. HTH

That thread on # of hours going into a Mooney is an interesting read. -Background: just shy of 300 hrs TT, instrument-rated, about 40-50 hrs HP. Solo'ed as a young kid at an Air Force base club but never got my PPL until later on (time and money). When I did it was with a very dialed-in instructor who'd just come from a part 141 school and trained me with that mindset and syllabus (though I did not do 141). Flows, ComAir checklists, tight standards. Flew often and got extra training because that's what I wanted (mountains, some IMC/IFR, etc). I can really feel the effects of the Law of Primacy through my subsequent training (great IFR instructor but less formalized in his style, and several more variable instructors), and even as I've done some refresher work recently. Long hiatus from GA during which I flew only as non-pilot crew. - I went through a different but related calculus this year. I chose an aircraft driven by a practical mission (new commute, though obv. other benefits including getting back into GA). I definitely "feel" the intent behind your thinking and resemble it in some ways, though want to caution others. My thoughts for what they're worth: - I haven't started my Mooney transition so I am speaking to other aspects, which will apply to you more or less based on your situation (see below) - Since you're on the front end, I think you should consider the overall journey, not just the later phases of getting used to the Mooney and flying it. - Cost will be a lot less in most cases to do initial training in rented trainers. - Availability, as mentioned, will likely be better if you're less dependent on a specific airplane. This will directly affect your time to progress (in any way) and hassle factor. What are your resources? - finding an airplane was a significant part-time job for me; so much so that I decided to defer some other projects outside of work and also effectively postponed my refresher training. It was distracting and a lot of time and some money. - I was tempted to shortcut this by outsourcing to an expert or making simplifying assumptions; after modest digging I realized this would sacrifice a lot of suitability, or money, or both. So I ended up being a lot more detailed. For all I know I might still have hurried too much. One broker I spoke with asked 3% to take the problem out of my hands and find me several aircraft based on mission and vet them. I ended up benefiting from smart advice gratis and selectively hiring out different tasks and advice, but still drove the process. - How taxing is the rest of your life? I was nearly "all in" outside of work as a single person when I doubled-down on getting my PPL in early 2000's and doing a good job. And work wasn't too taxing at that time (ha, that has varied). For instruments, I had a busy but regimented life that I could manage, and was very motivated for several reason. If you have a lot of money, do you also have time? One alone isn't quite enough. - The value of doing good primary and instrument training is IMHO enormous. People have mentioned mil pilot candidates here. I was a flight surgeon. Those people are young, talented (from whom much is given, much is expected), and *focused* for the most part. It is also 110% clear their job is to learn and perform. It is hard to convey some of the stress (I speak mainly from the post-Clinton USAF viewpoint, it might've been different before). But to suggest that dropping a highly-selected 20-something into a T-38 after surviving UPT is similar to an accessible civ path is I think risking missing some factors. The Navy primary experience back in the day has some relevance I imagine.... I think a better analog might be (from my observation) a smart fast-burner going to a part 141 school, taking advantage of opportunities afterwards (CFI, traffic, sight seeing, etc), being disciplined/professional and getting into the regionals with a few 100 hrs in a good job market. -> My instinct from multiple observations and the psych/human factors viewpoint is that what we civ-primary pilots should target is: - adequate focus/resources on whatever we do - structured and pedagogically-sound teaching (that's part of the value of 141 but there are also instructors out there who make things magically clear and spin gold from their lips, but they aren't all that way) - intelligently managing our own paths. - So, my practical advice is: 1. get the best foundation you can, doesn't matter if in dinky slow planes, they'll make you better for the experience (and save money and dispatch waits!), for our situations plan right away to continue to instruments. If you've got the money and bandwidth, also do tailwheel to improve your stick-and-rudder skills, upsets/aero etc., get some XC experience. 2. in parallel learn about the space and the planes you like (Mooneys, of course, right?). Kind of like keeping an eye open for real estate or learning to shop with appreciation without buying (I try to teach this to my children). Then when you pull the trigger on that antique watch (or Encore, or Acclaim?) all the parts will snap into place... Other thoughts: You might be a highly-capable person and be able to navigate this well. You might also be very well-resourced and can effect shortcuts that will get you there faster. But the training aspect, and the unknown/known unknowns in aircraft sourcing can only be boiled down so far. All of the above and $2.79 will get you a small coffee somewhere HTH, David

Merry Christmas all!

That's the Garmin I remember. Great obstacle updates for the 196 for years and years... I'll see what it's like in the new era. Still on the fence about an Aera, no pun intended, but that would be a good trial.

Remember the consumer base is changing. They watch videos of people driving through mud in the jeeps they only drive in suburbia. I had to laugh the first time i saw a hi lift jack on a super shiny jeep in Bellevue. Appliances: It's new, it's green, it looks shiny and has Wi-Fi! Must be better. Not all are bad eg miele dishwasher was new to us several years ago and had a long design lifetime. Selected for that reason after i fixed whirlpool for the fifth time. But it's the exception to the rule. Enviro impact is terrible of trashing all this. But govt mandates and product lifecycles drive it. My take is that real critical thinking about science and engineering are hard to find. There is superficial familiarity and a worship of the new, a "scientism". We saw the divergence more in the last few years publicly. My concern about GA is that there are sound reasons for established practices. Old fashioned might be better. Changes need to be tested and proven over time, not driven by ideology. I read years ago about how popular the old American fridges and cars were in Cuba. Just kept them going for years.

Not a terrible idea. I inherited toolboxes and good machine tools from a beloved grandfather-in-law (WWII vet and former Boeing machinist). Reloading supplies from an older gent with whom I just started talking while picking up used parts, etc. Drive-by discussions, etc. I wouldn't even have a hangar space now if I didn't tend to follow up introductions. Esp. with all the great insight and experience in older pilots. I have a prejudice, probably a bit curmudgeonly, that really values the older pilots I've run into. e.g. my AK instrument instructor. Generally a gracious group that just wants to see GA survive and thrive. FWIW also good to offer resources to neighbors... maybe a good intro to tool-sharing? Lord knows I can never equip everything I want. Man, this thread makes me want to find a way to buy my own hangar.

OK, I'll bite as a new owner. Is there anything about our planes that makes this more likely than in, say, the PA-28's? Is it a known weak point?

That "fools think they're clever as their cars try to kill them" video is sobering. That type is soooo familiar to me from prior lives. I don't have a Tesla. I know a number of enthusiasts. Setting aside the prior-facts green agenda (notwithstanding child strip mining of lithium and simply displacing the generation problem), I think a big segment of Tesla people are simply enthusiasts. It's a hobby. A64Pilot is a clearly widely experienced and discerning guy, and he loves his car. It really is very cool. It is a different way to approach the car problem. The product lifecycle of new features is so much faster than my boring 2015 Acura. Of course the Acura hasn't tried to kill me ;). Why not? It's boring, it's an Acura. That's what they do (except the NSX, both models of which are things of engineering beauty). The same stupid ECU behaviors will persist for years. I'm sure I'd enjoy a Tesla a lot more in some ways. Acceleration in any sporting EV is great. I was actually into EVs back in the old hobbyist days, used to visit local meets, etc. Tesla makes no sense for where I live, finances, and mission profile. It makes a lot of sense where I used to live *if I didn't already own a car*. It is worth factoring in the emotional aspect of vehicle ownership. I can enjoy my friends' model X's and P90's and 3's without having one myself. And I really don't want remote corporate control, or some smart 30 yr-old in Silicon Valley killing my family with an OTA update. I can't believe it's legal for people to do what they do with the self-driving feature. They need a good beating IMHO, or at least prosecution off those videos. D

Answering based on recollections of a club hangar and maintenance, and general garage thoughts: Most specifics already suggested. I remember needing a lot of cleaning supplies. Practically, I would say prioritize things that 1. can keep you from having to run home, to the HW store, convenience store, etc. Time is life and if it's not convenient, you might postpone it, 2. things that make the environment pleasant and easy to work in. Looks like a fun project! I'm going to board for a while but look forward to a dedicated hangar some day... ETA: please post pics when you're done! Airplane pics, Snap-On calendar, Minion statues for the kids, BBQ grill...

Blame me. More than a little drift; I've already accidentally landed on a parallel threadway...

@wombat Thoughtful response. So, do you "minimize" switching tanks in flight, IAW points #2 and #3? Ie. not do it unless you have an operational need so as one tank running low or a noticable lateral imbalance?

That is a great song. I only hope there are crevices where some freedom and creativity can survive. I kind of think that song and The Hunger Games are an optimistic take, some days. Vs. architectures of total ambient control. Funny, I was in a nice deli thinking about all the anti-meat messaging out there and found myself humming about "a brilliant pink porchetta from a better vanished time..." (Rush nerds FTW). DK

I spent a few years in and around the startup scene in the mid-latter 2010's. I recall a conversation I was invited to at a venture-incubator around mining data from medical equipment. More for failure prediction rather than bio-data. One of the sharper guys kept talking about all the "data exhaust" in the world and how to mine and monetize it. So that article talks a lot about using your personal data, probably in some way like grocery store discount programs. Cross-tie to other databases and build a marketing profile. I think the darker side has to do with "enforcement". Or really control. It would start as a discount and then become more punitive over time. The central blue/green bureaucrats will decide that you really don't need to drive that fast or far, after it's societally irresponsible and who are you to have such privilege? Esp. with your low social credit score. Deactivated. Throttled back. Good thing they aren't looking quite as hard at GA. Paranoid, sure, but maybe not enough. We have new tenants in a suburban homestead we worked on for years. It has great network infrastructure, but they are so excited to connect all sorts of appliances. E.g. the thermostat, so the utilities can turn it down for them. Networked everything. And with all the debanking and whatnot over the last couple years, who knows. London already has zones where you simply cannot drive certain vehicles. I am with the gent talking about his 2003 Tundra. That's about as much comms as I want the car's ECU to have. Sure, add 4G/5G and other RF, but under your own terms. Also, just wait until the first bad over-the-air firmware update borks a bunch of vehicles

@PeteMc Your advice to the OP caught my eye as well. I'm looking at the schedule and trying to figure out if I can get to one. As you seem familiar with the program: Do you happen to know if they ever offer options to train in provided (rental) aircraft? It's obviously less valuable as it's less specific, but I'm thinking about the logistics of punching a 3-day hole in my work schedule vs. more time to fly out and back. Will definitely try to get to one in the coming year, sometime after initial transition training. David

Ah, the bureaucratic mind. Even if you find a reasonable individual, you can see the mental strain that discussing it causes them. Notice something else? The little rules always accrete, and never get pared back. Seen it in medicine, seen it in government/mil. This is a big reason IMO to resist adding rigid rules in every organization you touch. There is always an excuse to keep it ("security", "liability", "safety" [love that one]...) And to keep it on topic (ish): I recently tried to test my new Sentry Plus on a commercial flight. I admitted to some trepidation as I got some funny looks from the other passengers And you never know when to joke in those situations, esp. these days. "I'm remotely controlling the plane, where do you want to go?"

Not an immediate need for me, but following the thread with interest for a number of reasons. I agree with Ray's point about reasonability. Naïve question: if STC's can be obtained by 3rd-party suppliers and retrofitters, where is the threshold that is crossed requiring manufacturer involvement? Ie. could an ad hoc corporation (say of Mooney owners) do a project to achieve this? I'm not saying it wouldn't be much easier for Mooney, just curious. Or is there a separate category where it is more deeply "baked into" the type certificate in this case? Or maybe even contractual with Garmin? Much simpler question: Can any sort of external keyboard be added to the G1000? I've always thought a keyboard for an FMS would be a useful thing, looking at those Ultra and Cirrus photos (though it sounds like you didn't like it very much). David

Thanks for the info. Makes a lot of sense for the type. Looking at the logbook entries, it's unclear to me what's "normal process" and what's an option. David

Really very helpful people here.

I bought a 2009 Type S (N2903G), WAAS from the factory, TKS and speed brakes added shortly thereafter. Seems like a good plane from good people, not flown as much recently but going to rectify that. Hold on? Yes, I alternately am excited and slightly concerned reading this forum

I used to wonder what it was like to have curly hair. Then I read your post. Now I know. Curly and blown back at the same time...

Thank you! That was a fine listen. I'd never heard it before. Had some other thoughts but not going to spoil it for anyone who hasn't listened!

@tracer773 I recently bought an Acclaim, really can't wait to fly it. (So what do I know?) This discussion made me think of the discussion thread(s) I posted and a lot of thoughtful advice. It feels a little bit like deja vu incl a lot of the alternatives you are considering. I was hard-selling myself, in the end, on FIKI TKS and turbocharging/normalizing because of my locale and primary zones of operation. It sounds like you're really a lot more flexible on that. In addition to the above, if you're flex on the turbo, esp. in KY, you might consider the Ovation? People in the know really seem to love them, and they would seem to offer significantly lower cost of acquisition and operation, while still allowing airframes new enough to have fewer troubles, but old enough to be more affordable. Also with or without G1000. Food for thought. David

Well, another thing to be concerned with. What's the best way to get a parts manual and a maintenance manual? Are those factory items? I'm kind of a nerd for good maintenance manuals but, even for cars, they are hard to find sometimes.