exM20K

100% satisfied customer of 2 years. Once the lens got dirty and it went intermittent, but a quick cleaning got it back to normal. Would buy again. -dan

Sadly, it only takes one…. https://youtu.be/5ldTsqbwZm0 a lot of the free-fall danger relates to bullet size and shape. Falling birdshot is harmless. Evidently a 60+ grain bullet falling at terminal velocity isn’t. -dan

Maybe have a look at a gallery of finished Mooneys. For example, https://tejasaero.com/gallery/ or https://hawkaircraft.com/#gallery (which isn't working for me right now) Or Scheme Designers: https://schemedesigners.com/project-category/retract-singles-mooney/ You should find something that grabs you and your SO. -dan

For those of us with a qualifying data subscription, Garmin Pilot is $110/ year vs near $400 for ForeFlight Performance Plus. $300 recurring savings is pretty good compensation for leaving the familiar abode and learning Garmin’s way of doing things. -dan

What’s your time worth? I had Jepp Full East coverage for years, but I don’t recall the cost. What I do recall is 30-45 minutes of updating four big binders every two weeks. I was picking the Jepp confetti out of that sofa for years… -dan

Ah, well, ok, then

TX82 RWY 15-33: 1824' of grass? Nah, pass. Unless a forced landing of course. -dan

When a tech broke mine, the shop looked at ordering a new one from the factory, and the single visor was more than a set of Rosen visors. Since @DonMuncy’s visors are more appropriately sized for the Mooney cockpit than are the Rosen visors, I’d go that way if I had to replace one. And if you fly LOP, you don’t need a power chart. An engine monitor and fuel flow gauge is all it takes to set power :-) -dan

At our base in FL, they are actively working to evict non-aviation hangar tenants, too. It is win/win for aircraft owners and airport businesses to police the hangar use. -dan

I thought this was the case, but it wasn’t obvious to me how to activate it. I guess I need to look harder. -dan

Yes

This is brilliant. It *might* be enough for me to install the flight stream, switch to Garmin Pilot, and control my xm radio from the iPad. and one of the developers owns a Mooney! @Garmin Aviation Team how about porting to the G1000 NXI and pushing that through for Mooney? I can dream, right? -dan

Unfortunately I’m back in Illinois for a couple weeks. It was nice to meet you at Sun & fun with @mike_elliott. -dan

yes

Talk to @Pmaxwell or Don Maxwell. He has probably done many dozens of these, including on a friend’s Ovation last year. It may not be a big deal to fix. -dan

At what level is the alarm set? as I’m sure you’re aware, you’re burning a lot more fuel in the Bravo, especially in the climb. I wouldn’t sweat a 30-50 ppm reading that clears in level flight. edit…. Also, I find that covering the bottom rear corner of the door with a piece of paper significantly reduces noise and the Venturi effect that draws CO into the cabin. -dan

When I was doing my primary training 30-some years ago, living in NYC, I found it to be just the opposite and very frustrating. Yes, the flight school had a half dozen trainers I could use (piper), but they were fully booked. I wound up buying half of anarcher and then all of a Cherokee 140 to finish private and instrument. The widespread use of G1000 in training fleets today significantly improves avionics uniformity, which was definitely an issue 20-30 years ago. -dan

Maybe, but not likely. In addition to the annunciator panel red fuel low warning, there is an indication on the G1000 MFD, and, most importantly, there is a blinking red master warning right above the master switches and just left of the PFD. It is deliberately annoying and hard to miss. Regarding the evident steep dive on final: There was a mishap in an acclaim during which the pilot reported uncommanded pitch trim activation. Final Report here, but the investigators were unable to duplicate later. If the NTSB does investigate, and I hope they do, it is beneficial that the plane's wreckage didn't burn, and maybe there is something left to point to a probable cause. If, for example, they find the carcass of a turkey vulture inside the cabin or the pilot's seat locks disengaged, maybe there can be some closure here. -dan

It is a very strange one. The plane flew often, not a new owner, not terrible weather, and relatively clear ground and low terrain on the approach. Very sad.

https://asn.flightsafety.org/wikibase/502469 https://www.flightaware.com/live/flight/N242RE -dan

consider yourself fortunate if your IA found some sort of failure when he or she inspected the clamp. Inflight failure is a bad, bad thing. Can you describe or share photos of the failed clamp? -dan

Funny, this was just in a “Ask the A&P’s” podcast. The provenance of this SB was Cape Air and their 402’s run at high power and low rpm. According to Mike Busch, there were no other reports of issues, save for a handful of Cape Air reports and maybe one or two others. The SB is based on 4 reports? Good grief, there are thousands of these engines flying, so not on my top 100 list of things to fret. And, as @brandt points out, the -G isn’t on the list, probably because it didn’t exist them. -dan

If I’m not mistaken, that is Ron Gilbert’s old TLS. He was a very big part of the early mooney mailing list and created a Palm VII app to receive weather in flight. He had an engine failure in Michigan (again, IIRC) and quit flying. Pity about another mishap for that airframe. -dan

I will run mine down to the panel Low Fuel annunciator light, just like I did in the 231, as corroborated by the totalizer . That is in level flight. The warning comes on early in the descent. I have verified after many of these flights that the warning comes on at 8 gallons remaining. That is sufficient certainty for me should I need to use that last half hour of fuel. -dan

I don’t know if I’d go through the cost and aggravation to go Bravo -> Acclaim. Transaction costs, catch up maintenance, downtime, etc are significant, especially if importing a non-WAAS plane. The acclaim is faster and has longer legs, but unless your 90% mission needs the range, the trip time will be similar. In Illinois, where my plane is registered, sales tax alone would be the better part of $30,000, and unless you can run a trade through the seller’s balance sheet, sales tax is collected on the purchase price, not the delta. In your shoes, I’d take the money and do a modern Garmin autopilot and panel. I got WAAS-compliant with a 330-ES transponder, which was maybe half or a third the cost of a 335. It won’t do ADS-B in, but I don’t care. While out of production, you probably could find one. -dan