Jerry 5TJ

The Starlink mini draws about 60 watts. If you’re comfortable pulling 5+ amps (12 volt system assumed) through the cigarette lighter socket and the socket’s CB is rated for 10 amps, it should work. If you want to test first, wire a 2 ohm 100 watt resistor to a cigarette lighter plug and see. As your Bravo is a 24 volt airplane, use an 8 ohm resistor. As for me, I’d wire in a USB port rated for the power level and delete that lighter socket.

My answer is—neither. At go-around I prefer to teach “Pitch, Power, Positive Rate, and Pause.” Get stabilized and climbing smoothly before you start reconfiguring.

https://themooneyflyer.com/cfi.html The Mooney Flyer has a list of CFI with Mooney type specific experience.

Last month I provided transition training for a new 190 TT pilot into his M600. It can be done. It was not cheap.

The PA46 line has both piston and turbine versions. Same size airplane but the turbine variants often are charged higher facility fees.

The MMOPA FRAT app is designed for the PA46 community, half of which is piston and all single engine. It is applicable to our Mooney fleet.

My minimums are not a single number. I don’t say, for example, “I won’t fly a precision approach below X feet and Y visibility.” I try to assess flight risk based on a wide range of factors. The FRAT — Flight Risk Assessment Tool — app available for free on the Apple Store is an example of how a number of factors and their interactions are evaluated in concert to estimate the risk of a proposed flight.

Night VFR is very limited in Italy.

On my 64 E I would mark the location of oversized or odd screws (odd being something like a sheet metal screw driven into a nut plate) and fix it when I had access. After several years I had most of them correct.

The Garmin GMA345 audio panel, as an example, will operate in either 14 or 28 volt systems without any switching or configuration changes. There’s no problem with interconnection of the audio lines between the various boxes of your avionics. The KX165 is limited to either 14 or 28 volt power, with different model numbers for the two voltage options, which is why you have the boost converter to provide it with 28 volts.

When I was a student pilot I saw one (probably a 201) and said to myself “I am going to get one of those.”

None of the P210 Silver Eagle retained the FIKI certification even if the original airframe had been so equipped.

Looks sharp! You might want to inspect the landing gear downlock block for wear. It looks original in your photos.

The answer is, as usual, “it depends.” The type of UAT system you use is a factor. Some (like the ones that replace a wing recognition light) are listening to your Mode A/C transponder radiated signal and they are allegedly only entering anonymous mode after they verify the 1200 squawk. Your prior UAT emissions contain the FAA assigned unique hex code id. Other UAT equipment, such as the GDL-88, are hardwired to their controller, like a GTN750, and if powered up in code 1200 anonymous mode should not transmit the user id data. Mode S interrogation formats include one type where a specific hex id is told to reply. I suspect that the UAT would reply to the selective interrogation with an anonymous reply but as the reply is time synchronized to the interrogation the id is obvious to the interrogator. In such a case the crowd-sourced receiver networks (like FlightAware) would not have the id from your airborne reply. There are non-cooperative airborne target id systems in use that do not depend on your transponder reply at all. Those data are not likely shared with local or state tax authorities, tho. Aside: Within the DC SFRA squawking code 1200 is not permitted, so the anonymous mode is not enabled.

It is a good idea to take the SFRA training even if you are filing IFR as there are some differences in how you cancel. Summary: Don’t ever squawk 1200 inside the SFRA. Suggestion: Inside the SFRA don’t cancel IFR until after landing.