Bennett

San Carlos is now $4.12/gal

AirBoard This App has several instruments, but a separate EFIS screen. I think the app costs about $1. .99, and worth it just to play with the possibilities.

I guess I was personalizing my comments as to the usefulness of the HSI presentation on the new Foreflight SV option. The HSI function is quite nice, but I already have a certified HSI, plus the GTNs, the AERA 796, and the Dynon D-1. Having said that, the ForeFlight visual presentation is better than any of the others. At some point perhaps one of the newer uncertified avionics companies will make a simple AHRS to work with an iPad via Bluetooth. Certainly Dynon could do that, but I suspect that the Stratus folks (who could easily do that) want to sell the more complex ADS-B units. There are several new iPhone/iPad Apps that show an EFIS function, and if one could mount an old iPhone exactly vertical to the axis of flight, it would be a very nice backup. I'll look up the one I have been playing with, and post the name of the App. As soon as I can look it up

Tried out the Foreflight SV Today on a flight from San Carlos to San Luis Obispo. Nice renderings, but without attitude information , of little use in my opinion. On the other hand the new weather forecasting tools are impressive. If you already have ABS-B in/out then not much point in buying a Stratus for AHRS. A Dynon D1 or D2 is a great EFIS, and if you have an extra instrument hole in your panel, Dynon has a snap in fitting that can use the hole, and still keep the Dynon as a "portable" unit.

I just downloaded SV from Foreflight. Nice screens. Won't run on the IPhone. Even the new 6s. But it will run on the Mini. Split screen mode with the sectional chart is quite nice for VFR. I think it is worth $25 a year. I like my lifeSaver back up AI and the Dynon D-1 EFI for backup attitude, but LOTS more cost.

Lots of good advice, and I very much agree with Don that even at lower altitudes (9-10,000'), using oxygen on a long trip will leave you less fatigued, and sharper in mind. There is an excellent way into Southern California that will allow you to stay under 10,000' From either the Phoenix or Tucson areas you can fly the airways to stay out of the MOAs and Restricted areas For example: BKX, BLH, PSP, SOGGI intersection, PMD, and then on to any of the So Cal areas. This route is usually clear most of the year, and if you fly it VFR, with flight following, ATC will probably suggest that you don't fly directly over PSP, but "cut the corner" just a bit to SOGGI intersection. I use this route when flying to and from Scottsdale from San Carlos. My J "likes" 8-10,000' and this route keeps you away from the Big Bear area with its high MEAs.

I've previously related why I am so concerned about CO in the cockpit. I added a panel mounted Guardian CO detector unit - mounted in the pedestal, with an annunciator in the upper left section of my panel (the orange square). I also had the alerter wired into the audio panel. I do know about the maintenance costs, and I will have the unit serviced at my next annual at LASAR. I don't want to cut costs where CO is concerned.

Two days ago I picked up 1.1" MP at 7,500'. Nice boost. Also I like the two doors on the top of the cowl. I often open them up after landing to help the engine cool. There also is a bit of a fairing behind the LoPresti overlapping nose wheel doors. Well thought out mod.

As I recall they were about $400 each, and the CO canister filter is about 3.5" in diameter, and about 2.5" deep. The case is about 8"x 5"x 3". These are industrial quality units. Overkill, except I keep recalling my two friends, the CFII and the student (who quit flying lessons) in the hospital. They were both pulled out of the C150 by the KSQL crash truck EMT crew, and rushed off to a hospital that was less than two miles away. They were no more than 15 miles away from the airport, practicing maneuvers when the student reported feeling sick, and then passed out.

Not to say that this tragic crash was due to CO poisoning, but I carry two ridiculously expensive German smoke hoods with CO filtering canisters. A bit bulky, but after two friends of mine were hospitalized with CO poisoning - the CFII managed to get the airplane back to the runway before passing out (the student was already unconscious) I am way more than wary. The smoke hoods stay in the pilot and co- pilot seat back pockets. Not for oxygen altitudes.

I truly enjoy all my high tech avionics, but while I feel they have made me a safer pilot (in general), my rule is to use all the new avionics, coupled to the autopilot going to my destination, but to hand fly back, monitoring the same avionics. Hand / eye coordination gets some exercise, and I can practice the multi-tasking role of flying and navigating. If the workload gets a bit high, I engage the autopilot, until I sort out the problem.

I've flown across Cuba several times with the Cayman Caravan group. Beautiful from the air, and the Cuban controllers were friendly and spoke English quite well. Personally, I will fly to Cuba when Americans can land there. Hopefully the Baja Bush Pilots (international Bush Pilots) will organize a group trip to fly to/from Cuba. They had a trip to Cuba last years, but only by commercial flight.

The cowl looks like the LoPresti cowl, but without the fairing in front of the windshield. Or, at least I don't see it. It does look as though it has the cowl side vents. I really like the LoPresti cowl. And especially the ram air system. Good for more than an inch of MP at 8000'

LASAR has done the bulk of my Mooney annuals. Not cheap, but well worth the cost. How do you price peace of mind?

I always lock the baggage door before flight as part of my checklist and walk around. I once did not, and the door opened in flight. A leather jacket on the rear seat was sucked out, and was caught on the horizontal stabilizer. Fluttered a lot, and my wallet fell out of the jacket. I had slowed down and was circling a farmer's field, and saw the wallet hit the ground. I returned to the airport where I had taken off, and while I was examining the damage to the horizontal stabilizer, a farmer drove up with my wallet, and the jacket that finally slid off. Wouldn't take a reward. Nice guy! He watched the takeoff, and saw the baggage door open at about 1000'. I now lock the baggage door - always before takeoff

Has anyone used the one of the tie down ring fittings?

Not a contest. Fantom wins for him, and I am happy with the work that Tom at Aircraft Designs did for me.

An absolute top of the line leather interior, with leather yokes, leather covered side panels and window frames can easily cost more than $17,500. Add aircraft honeycomb side panels for stiffness and to save weight, add recessed arm rests, have the window frames under the leather done in carbon fiber, again to add stiffness and save weight, re-do all carpets in best materials, have the pilot's seat multi memory foam custom fitted to fit your buttocks and spine, and finally add a factory articulating co-pilot seat if you don't already have one (about $5,000 from the factory - just for the lower seat part), and the total interior costs can exceed $22,000. It really has to be important to you to spend this sort of money when functionally it could be done for much, much less. The object of my refurbishment was "create" the airplane I always wanted. At 80, this is mostly likely my last airplane, and I want to enjoy it to the fullest. I will ultimately sell her for far less than I paid to have this airplane built the way I wanted to, but flying her is a reward to me for living so long, and continuing to work hard in my businesses. Oh, I prefer the "sacred six" to the glass with moving side tapes. I've had full glass panels in other aircraft I have owned, and unless I could have a Garmin 3000, I am happy with this panel ( I also have a Dynon D1 EFIS back-up, not shown, and a a "Lifesaver" backup AI).

I've done the complete refurbishment of an 1983 J. If you search this forum set, you can see my comments about costs. Candidly, I don't see it as a viable business model. I believe that most of us who have done so, have no expectation that the market value will match the costs. I just wanted a completely custom Mooney, and after flying Mooneys for more than 20 years, and other aircraft for close to that number, I knew exactly what I wanted. I am happy with the results, and wouldn't change a thing. My my dream airplane is not the same as others would want. My point is that you can build out a Mooney to better than factory quality for far less than half of the cost of a new Mooney, or what the factory would have to charge for a new J.

Great publication. No problem using an iPad (version 3) to read as a .pdf. Re smooth insurance: I was very pleased when Travers, my aviation broker, offered to renew my coverage through a market that was willing to write one million smooth coverage for me, and at what I consider a reasonable price. I will be 80 during the policy term, and while some insurance carriers think octogenarians must be incapable of flying, at least one company is not so prejudiced. Good to hear that Paul at LASAR has a new manager. I was at LASAR about a week ago and saw a huge pile of parts they just purchased. Wow! What a treasure trove. Dan is highly pleased. Call them if you are looking for hard to find parts. Sometimes we forget that some of the MSCs have been keeping our aircraft flying, with and without factory support.

Sill happy with the refurbishment of my J. The pleasure factor is worth the cost.

Yes, the 261/262 conversion was basically a firewall forward conversion - engine and prop, and a new cowl. It remained a 12 volt system, but as I recall, a second alternator was added. There were many speed mods available such as speed brakes, all sorts of fairings, one piece belly pan, moving antennas into the wing tips, etc. some of these mods were part of the conversion, but at this point I don't recall which ones. It was a great airplane. I flew her to Alaska, Mexico , many islands of the Caribbean, and cris crossed the country many times. Long range tanks were a huge help, but not part of the conversion. Didn't mind the square windows - there was a silly kit to add inserts to round the corners, but not the interior window frames. The conversion used the 252 POH, with a couple of exceptions - mostly about the electrical system. The service ceiling was 28,000'; the same as the 252. I flew her at FL 270 a number of times on my west - east flights. At the time I had her converted, the cost of a decent airframe and the conversion was about half of the cost of a new 252, and functionally was virtually a 252. The only difference I know between the 261 and the 262 was marketing - Mod Works v Mod Squad. Oh I forgot, the conversion added "pressurized" mags.

I have both the GTN 750 and the GTN 650 and I have never had a squelch problem.

I think that Mooney should be commended for introducing a new product line. I love my J, as I did my K models, but I can't see the economics of the factory building these aircraft today - not when I was able to buy a fine 1983 J, with a low time engine, and completely refurbish her (avionics, airframe, paint and new interior) at a fraction of the cost that the factory would have to charge for a new J. And I think I have a better, far more custom, personalized aircraft, than the factory could produce on a standard production basis. But she is now 31 years old, and although most of the wear parts were replaced by LASAR as part of the refurbishment, she is still 31 years old, and there is a practical limit to maintenance. I would like a new aircraft to match the sort of flying I do today. The M10J shoulds perfect for me, and depending on the price, and when, if ever, that aircraft is available in the U.S., (and my continuing good health) I would be likely to buy one. Great combination of speed and economy, and a very modern interior. I don't need the back seat - I hardly ever use the back seat in my J for anything but keeping my life jackets there, along with my flight bag, and a few things I like to keep at hand. If Mooney can earn a good deal of money building the new aircraft - both versions, It should be good for all of us. Even if the M10 isn't marketed in the US, (which would be a shame) it would be good for Mooney, hence good for the support of our fleet of aircraft,. and I would think that a strong factory, and brand, would have a positive effect on the values of the existing fleet. I hope that Mooney will bring a M10J to the US soon, so that some of us can have the opportunity to fly her, and perhaps provide positive suggestions and feedback. I'm glad that Mooney did not try and build the new series as an LSA. I've had an LSA; a great one (DOVA - DV1), but LSA's have serious shortcomings in gross weight, airspeed, and operating limitations. If the FAA new rulemaking on third class medicals actually come about (and if they are workable), than the M10J could be a fine alternative to LSAs in the U.S.

As seen at a Mooney Homecoming some years ago http://www.mooneyevents.com/images/TNNWCar5.jpg