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Good to know.

I've never tallied the J numbers; only looked at peak production periods in the mid to late 60's. For the J's, what were the significant configuration changes that occurred between 77 to 98 other than interior components, wingtips, the throttle quadrant, that would impact parts availability. I've never seen a parts compatibility list. Other than tribal knowledge, gotta wonder if LASAR or Mooney has a detailed cross reference listing. I'm particularly curious about the Mooney's built in the 90s and whether there have any "special" or very limited production parts. Other than a Predator :>, a perfect late 90's J would probably be my dream Mooney choice.

I have one of those CI-193 antennas for you, one with a little tab that can be used to mount to a round tube. Another option is to use your existing VOR antenna with the correct splitter to go to your two nav receivers. Use the opportunity to replace at least some of the coax. The separate GS antenna provides a better GS signal, less line of sight shielding and less 'splitting. Aerodon

this is absolutely where they are going, and foreflight has little to no path for the same application...

Indeed. It appears Garmin is continuing to optimize Garmin Pilot for Part 91 and possibly Part 125 operations, while ForeFlight has to keep the wider market of GA, commercial and military operations in mind. I tried to find some reliable numbers on the distribution of EFB users across Parts 91, 125 and 135 but understandably wasn't able to find anything publicly available. Garmin is big enough across their product lines to be able to afford to stay focused on the "niche" of Part 91/125, where Foreflight is more of a one-trick-pony and has to keep their offering relevant to all pilots and operation types. Granted, ForeFlight's one trick is a VERY good one.

On our bravo installing a Bob fields inflatable door seal fixed my problem Alan

AMEN! That was the first question I asked when Garmin released SmartCharts. The answer was essentially that they're looking at how to deploy SmartCharts more broadly and that the Garmin Pilot implementation is the first step. I've already made the transition to using the G3X to review NOS charts, which enabled me to remove the iPad from my yoke. Now I just have my iPhone on a MyGoFlight suction mount attached high on my side window to use for copying clearance and taking notes on the scratch pad, and for auto-recording into my Foreflight logbook. It's always there as a backup as well. I still do my flight planning and briefing on an iPad, and then use my phone to load the flight plan into the airplane. Like @PT20J, once I've briefed the procedure and set up the GTN and G3X I don't need to reference the approach plate anymore. The thought of SmartCharts integration with both the G3X and GTN opens some really cool simplified automation possibilities.

It looks to me that both FF and GP products do the same thing albeit with a different user interface approach. Both use official data. Both only display what you need for the approach criteria you have entered. Garmin chose to display in a format that looks like a decluttered approach plate. ForeFlight displays the same information on the map. Garmin stresses that their product is approved for part 91. ForeFlight has a lot of part 135 users and this is likely the reason for retaining the ability to display and compare the route and altitudes with the published chart. But you can remove the chart overlay if you don't want it. The FF product doesn't include missed approaches or SIDs/STARs, however. I run FF on an iPad mini on a yoke mount and usually display the approach chart on it. But, after setting up the GTN and entering the minimums into the G3X, I hardly ever look at it. What would really be nice is if Garmin would incorporate Smart Charts into the G3X. Skip

I fueled at KWVI last week. There are two self serve 100LL pumps and one G100UL pump. Four of us fueled while I was there -- no one used the G100UL pump.

I wonder why Mike Busch hasn't make any comments around G100UL after all the material compatibility issues arose. In this article (https://www.aopa.org/news-and-media/all-news/2024/february/pilot/savvy-maintenance-unleaded-avgas-cure-or-curse) he mentioned that Savvy would be doing all the data analysis and maintenance on AOPA's Baron running G100UL. I can imagine that he has information from other sources as well too. Has anyone using Savvy's services asked them if they recommend switching to G100UL? I haven't, although I might to see what their answer is on this subject.

Bedrug. I have a "Bedrug" made for the bed my F-250. I also have the same bedrug material pre-cut and molded for my Jeep interior flooring and sidewalls. I love this stuff. Very lightweight. Waterproof holds no odor or moisture. The edges won't unravel when trimmed, so it doesn't need binding. Comes in charcoal gray. I thought it would be a great idea to put this in place of the carpet in my Mooney. I tested it with a lighter. This stuff ignites and spreads flame like dry hay.

If there is a large repair cost prior to sale it means you - as the owner- didn't do YOUR job of maintaining the aircraft as it should have been and YOUR "cut" of the deal is and should be, lowered to account for this. Its not the broker's fault YOU didn't do your job.

Just for your own peace of mind, hold a piece up in the air and try to light the bottom of it on fire and see how it reacts. Some material will scare you.

I’m a long time ForeFlight subscriber, and I do not relish the thought of learning a new system. After I found out I get GP free with my charts subscription I downloaded and attempted to move my logbook and airplanes into the GP. It will not be a simple task so I am dragging my feet. that being said, I feel it’s going to boil down to one thing, which one can be utilized in your existing panel without the need for an extra device. I realize there are many planes out there that do no have compatible avionics, but that is slowly changing, and I don’t see ForeFlight entering the avionics game…

I guess you do get that, Don, since we agree almost word for word.

you are literally describing ForeFlight’s offering. Go through this short video to see what Garmin did.

Unlike FF, which has given us an enhanced briefing and monitoring tool, Garmin has created a set of original digital approach, SID, and STAR charts based on the original regulatory 8260s. Garmin actually says in its training videos that they are legal replacements for the traditional charts (designed from the same source documents by the FAA charting office and Jepp). Where FF tells us we need to verify the information with the traditional chart, Garmin does not.

Yes, you can use ASTM docs as a burn certification, as for ASTM there must be a burn test. I would not suspect the cheap vinyl obtained from Amazon came with this paperwork, or met the ASTM requirements. It would require a burn certification (even if placarded no smoking)

That doesn’t say what you say it says. In fact, the first sentence is “only materials which are flash resistant shall be used” followed by a period, not a comma. but we all know you only read parts of messaging that suit YOU. what that DOES say, and I’m just rephrasing exactly what you posted, is that all materials need to be flash resistant (which requires a burn certification to prove, or yes, an ASTM DOC, but you need to obtain that doc.) if the cabin IS smoking, materials need to be flame resistant (the difference between flame and flash). Still needs a burn certification then, which you inexplicably only highlighted half of, if there are no ash trays(or not Enough ash trays) you need a non smoking placard - which has nothing to do with the conversation of burn certification. why you posted this and thought it defended you position or was relevant only means you are an idiot or can’t read.

Both have gear actuators (most Js have the Eaton which is I think still supported), ailerons, various interior components, etc. J has the annunciator box, but this can be removed if you lose the vacuum pump and install a certified engine monitor. Ram air can be removed as well. There are a lot of Fs, but way more Js. Don’t forget Js are more than just speed mods, Js have the improved air intake (that’s why the ram air isn’t needed) and other features depending on year of manufacture.

@Rick Junkin @toto I'll have to look at the latest G Pilot videos. The one I watched when they first releast their SmartCharts did not indicate they were creating their own plate. Just that they had a Route layout and side windows that had the other textural information from the Plate.

Good to know, thank you for clarifying that.

I guess I don't get that. I've had Jepp Charts on my iPad for years. Regarding Smart Charts: I used to have the approach plate on the iPad as a backup, and used the Aera 760 (or latest Garmin handheld) on the yoke as my primary chart source. No more. Smart Charts are so good that while I still use the 760 as my georeferenced approach plate track up as primary, the iPad stays on my lap as primary for briefing and getting critical information FAST. I looked at Forelight's Dynamic Charts. Watched the video. Played around with it some. Certainly not extensively, so didn't get good with them. In a few words, I won't be using them.

Heres a question I’ve wondered for some time. Which aircraft would be easier to maintain over the next decade, a 1997 J or a 1967 F with J mods. Which one has the higher risk of being grounded due to parts availability? They made a lot of Fs in the mid-late 60s. I’ve always thought I’d have a good shot at salvage parts if necessary.

He flew a light twin