Jerry 5TJ

Me either. But a CJ3+ would be fine.... However, I find a SETP is cheaper to run than a Baron. Ignoring CapEx.

If I ever get a plane with two engines I don’t want a propeller on either one of them.

If you’re not planning to do any maintenance of your own, you might consider finding a local A&P and put him/her on a monthly retainer. Besides oil changes, lubrication, maintaining tire pressures, 28 day database updates & etc. there’s always something to do that can fill 3-5 hours a month. The value of having an existing relationship with a good A&P will be evident as soon as something on your Mooney breaks.

The July PPP has been cancelled but this one in Santa Fe this August is still on the schedule. Safety Foundation Dates 2020

I’d advise you take an experienced ferry pilot along with you the first time, one who has done Atlantic crossings in a light aircraft.

On a positive note: Aside from the student next to me all other people are a couple thousand feet away.

The in-wing RCA Weatherscout radars could, on a good day, see a cell at 10-15 miles. The small antenna had especially poor performance in the vertical axis so ground clutter obscured most cloud returns. I doubt many remain in use. Some Bonanzas also had that radar option. Early PA46 Malibus offered that system 1984-88. PA46 Mirages were fitted with the pod-mounted Honeywell Radar starting in 1989 which usually can paint embedded cells 30-40 miles out and isolated storms at 80-100 miles.

“Making an offer” means presenting information about yourself and making a case as to why Bob should sell it to you.

Some of the CFI on the list either do not or seldom do instruction for the private pilot certificate as liability to the instructor is high. Before any student pilot buys a Mooney with the idea of training in it he/she should check first on the availablity of insurance coverage a qualified and willing Mooney CFI to work with It can be done but ... caveat emptor

Now that’s a clean panel! Hard to beat this useful load improvement. I assume you wear your VR helmet.

Sure. It’s the NespressoTXi.

I like it. I’ve been waiting for an update to the 796. After Garmin ships a few thousand I’ll buy one for the copilot panel which is ready to receive it:

So, get your position on that list now. The turnover may quicken. For several reasons. Plus, it is likely your quest for the right plane will take considerable time....then add a few more months to get it airworthy. Two years can pass quickly.

Nice looking battery system with integrated Battery Management System. I have talked to several of the vendors of aircraft Li batteries. This one is representative of the offerings. The price is good for the capacity. This battery shouldn’t be installed in the engine compartment (as in the C model) due to temperature limits. The battery’s limitation on alternator output of 80A could be a problem for newer long-body Mooney planes which have 100 amp alternators. I am looking forward to a 28V 15A-H version becoming available.

The Signature facility at JFK is good and has facilities for client and crew comfort.

I have been it and out of JFK twice this year. No problems: Approach slides you into the stream, Ground progressively taxis you half way to Albany, the FBO fees are high.

Nobody knows. Consensus is -- change both oil and oil filter frequently.

Aside: The rental 172s at the local flight school get an oil change every 100 hours. Of course that happens every 3-4 weeks.

One of the local flight schools, which BTW is not scheduling any dual instruction, has a Redbird AATD. A few pilots have used it recently (solo) for practice and maintaining IFR proficiency.

Unless you bought the shares on margin....

Yesterday (while droning along at 15,000’ with George flying GPS direct) I turned on the ADF receiver. Yes, it’s still installed. Of the 6 nearest NDB stations (helpfully listed by the GTN750) only 2 were actually operating. Pilot radio navigation skills aren’t that useful when the navaids have been neglected or shut down.

I made an animal rescue flight yesterday. Baltimore to Boston area to southern Virginia & home. I did not think any ATC Center in the Northeast knew the the phrase “cleared as filed” but that’s what they said. And, I got my requested altitudes, too, instead of being kept down low and almost skimming the waves. Few frequency changes, either, also very unusual. Each controller is working a much larger area.

Exercises to do on long cross-country flights while George is flying: (1) Program a waypoint ahead, add a hold to the GTN750 at that waypoint and then delete it before arriving at the hold. Get creative and challenge yourself: “hold SE on the 123 radial, left turns, 7 mile legs.” Extra points if you can figure out the hold entry yourself, but if not, don’t despair, the 750 can determine that. (2) Fly using VORs instead of GPS for a few legs. The GTN750 will actually do that (amazing), but I had to relearn the button pushes. (3) For real amusement, see if you can find a working NDB and try to fly to and from it. Imagine you’re Ernie Gann flying AM21. (4) Tell NY Center you want no-gyro vectors to your destination near Lincoln, Nebraska & let me know how it goes.

These planes are half a century old. Most of their logs entries are terse, handwritten and incomplete. NDH means, to me, only that no damage was logged. Current condition is the most important part of your evaluation of a plane and it is hard to fit into a spreadsheet. I have owned both an E and a C model. I feel they are about equal in real-world performance. If you find an excellent airplane of either model get it under contract without delay and do a thorough inspection. Good hunting.

About 1990 and armed with a Lotus spreadsheet program I went back through the logs of my 1964 E and found over the years at least three different mechanics had made errors in their W&B revisions. Plus there were many changes logged which should have gotten W&B revision but didn’t. And there were some items installed with no log entries.