Bolter

If this is occurring, a quick test of closing fully, then pulling the breaker for 10 minutes would confirm this. If the switch is in the "off" position, it should have no power anyway, but maybe that is making momentary contact due to vibration (per the theory)

Even if he was in solid IMC on the approach, under a flight plan, and with ATC, once he reached the legally VFR airport, he was VFR and had to integrate with the existing pattern traffic without any priority. Last thing ATC says is usually something like, several aircraft in the pattern, switch to airport frequency, and the unsaid "good luck with that".

I expect these are the 2 mechanisms of concern. That said, I would think CHT would be a more useful indication of the engine metal heating. Since it is oil temp, I have a bias this is about oil circulation. Even more so with a turbo engine. Using multi-weight oil would solve this issue on cold days. The POH as a "catch-all" may assume single weight oil, which is permitted, instead of giving a range of limitations based on a range of possible conditions.

Having done both VGT and HND, the decision factor is less about which is closer to your destination within Vegas as which is closer to your departure airport. No reason to fly over the city, going around Class B shelfs or getting vectored. This can add total travel time that offsets the distance to the strip. Example, comgin from south, go to HND. Coming from Salt Lake, go to VGT.

I believe the manual cowl flaps from the J are the same (looks similar in the video), but for clarity, my experience is a J not a K. Your description of how things used to be does not sound good. While there is some friction, pulling and pushing may take some strength to get "over-center" it should notrequire jockeying around. There 2 distinct positions, wide open and fully closed. The "trailing" position is a bit vague and is just putting the linkage over center from wide open and letting aero forces push the mechanism into some half-open condition. There is an adjustment (very important one, in my opinion) to set how open the flaps are when the mechanism is in the closed position. Closed does not have to be truly closed. It is the threads and locknuts on the joint in your hand in the video. Some people adjust it seasonally, I just left it the same all the time. When "closed" on the panel control knob, the flaps were NOT flush, but half-inch or so, open. This helps cooling, especially in warmer weather, and gives you a very low drag setting and you do not risk overheating if you forget to open the flaps. I found this was great in cruise. I was usually wide open on taxi and takeoff and "trail" as the control in a half-way position for climb. In some cases trail was required in cruise, such as very hot days. If you were having trouble closing, and the flaps were set to be flush, you could also have been fighting the contact forces and deflecting the flap against the cowling.

When I visited the area in 2012, I used FRG to get to the city and Long Island. I think for Queens, it is your best bet. I used the FBO that is now Atlantic, but memory is that they were a local FBO back then. I do not consider LGA and JFK as practical options for us.

The Battery Minder will switch on and off (I think it was @wishboneash who documented this) so at some point the power to the relay will drop out and then the Battery Minder can no longer sense or charge the battery. Essentially useless. I modified a generic "Cessna" APU connection that has the 3rd +12V leg for holding the relay closed. (example: https://www.aircraftspruce.com/catalog/elpages/jumperplug.php) I connected the battery minder to the + and - 12 V as you would expect, and a very low power 12 VDC (12V and 0.5 A) power supply from amazon on the 3rd leg, sharing the ground with the battery minder. The little power supply kept the relay closed so the Battery Minder could do its thing. I needed 2 things plugged into house power at once (battery minder and the power supply), but it worked. The benefit of this over wiring in something permanent is that it is not permanent. Permanent is better, but there are reasons you may not want to do that.

Is there a reason you do not want the Concorde? If looking at losing weight, be sure to evaluate the new CG with a lightweight battery. The Concorde is heavy and far aft.

To give an idea, the Mallory Sonalert is a little and common electrical item. You can get them at Frys and Radio Shack in the day. Amazon has some. Ebay has some Mooney salvage ones. Looks like this, or similar.

They are listed here, at the bottom of the page: https://www.mooneysafety.com/

Good to see that the courses are selling out. I am signed up to TUS in April. I think this will be #6.

I have not see what you are describing, in many years of use. The only bug I find with FLyQ (recently) is that it incorrectly injects victor airways into flightplans filings. I do not always catch it and end up with a routing on airway without a fix to transition from airway to an airport or other point.

The same. But they did admit they were wrong and fixed it. That takes a negative and makes it a plus, overall.

There is still the Avis of EFB's...FlyQ from Seattle Avionics. I have used this since the early days, and when testing against FF there are differences, but nothing that made me want to switch.

That should mean the surface, not the extreme that is bottom of the dimple. If you put the mating part there, is is setoff the correct distance from the other feature on the crankshaft?