Schllc

When I started flying regularly I tried both of them for about a year. I use ForeFlight and like it better. but…. I don’t believe it is better, just equally different. my log is in FF and I know it well so I wouldn’t want to switch for any reason. if you have that comfort with Garmin, I see no reason to switch. I didnt find there to be a distinguishable difference in function or ease of use, with I think one exception, If you use a flight stream to update your databases must use Garmin pilot for at least that. if you do it the old way by taking cards to a computer you can use either.

Best advice you could ever get.

LOL, my comments were not directed at you, mostly at the previous threads. The reasons to dislike are not invalid, I just meant talk to both sides.

Whatever extra expense is associated with a turbo is almost irrelevant with regard to cost of ownership, and in that environment, I would consider a turbo a necessity. I have yet to meet an actual turbo owner that regrets the decision. Regarding the g1000… Lots of opinions out there, but the guys with no ownership experience are doing a disservice by denigrating the equipment. It is without a doubt one of the most robust and capable platforms available. Just make sure you talk to people who actually own and use them as well as the folks who think they are a bad idea. With regard to future service, I highly doubt Garmin will stop servicing these units in the foreseeable future, there are just too many of them.

Given the limited amount of actual failures, making a path around the obtuse rule is hardly reasonable… but I get your point.

I have done the upgrade on a few planes. It isn’t that difficult from the install perspective. It’s mostly software configuration. If you don’t already have adsb out, it may require an additional antenna. you can find the boxes in salvage or I. eBay periodically and that can save you money. Maxwell’s is the best place to have the work done. Paul really knows his stuff and makes it a lot easier than the other shops I used for the others. Maxwell’s often has the boxes, albeit at a premium. I don’t know why there is no east path to the gfc700 for those planes. I assume it’s mooneys unwillingness/inability to make a path. At least that’s what Garmin tells me.

Goes to show how appropriately it was priced. Lots of plans are languishing on the market. Seems like the owners are hoping to take advantage of yesterdays market… Happy you got a fair offer, she looks like a very well maintained, and appointed bird. Hope prebuy goes well!

They sure have the room for him! And, I bet housing is a lot cheaper there now…

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ this exactly

There are good shops out there. They seem to be more the exception than the rule. And to be clear, I am not speaking to the mechanical/expertise ability of the shops I have experienced. I am speaking mostly to the customer service, communication and scheduling aspects. I’m convinced it’s how the whole industry is regulated. Once you are down at a shop, your options are extremely limited. Whether the business chooses to exploit this or not, it influences their decisions. It’s inevitable. I was told my Aerostar needed 4 months for the avionics and misc work I wanted done , and it’s been there going on 13 months. The two shops involved just don’t care, but it’s not like I can do anything about it but wait. Finally supposed to get it next weekend, but it can be incredibly frustrating. fortunately I still have my Mooney to fly so I am very grateful to have the options, had I been grounded this whole time I probably would have crossed the line to anger from frustration

It’s very helpful in imc on approaches and is something if you’ve never had you tend to discount, and even once you get it you don’t really catalog all the differences. Then you fly something without it and the real appreciation is evident. I would not say it’s a “have to have”, but it definitely a nice thing to have.

I would be amazed to find a shop that operated this way, it just doesn’t seem to be common in aviation. I attribute it to the captive element in aircraft maintenance. I brought a plane a few years ago to a shop that many on this site believe to be one of the gold standards. They told me months prior to annual, that they could turn my plane in 3-4 days (they did the prior years annual). I was shocked and questioned them several times all the way up to the day before I left to bring the plane, and reminded them I was planning to stay in town rather than return. They assured me they were on it and we were good as planned. I landed on Wednesday morning and they told me to leave it at the fbo. They didn’t even pick up the plane until the following Monday, this was after me visiting the shop twice a day and offering to bring the plane to them and reminding them that I was staying in town and waiting. Once I realized how this was going to go, it was out of annual so I went home. No one returned my multiple phone calls, or emails and about six weeks later I get a text with a 10 second video of an issue with a turbo. No text, no message, nothing, just the video. Two days later I finally got a return call saying I needed to overhaul a turbo. 6 weeks after this I showed up to pickup my plane. 3 months later the annual completed. Then once I arrived I t took an entire day of me going back and forth with them about squawks or things not done that were on the list, some which were a direct result of their work, others just not addressed. When I asked what happened, and why no one answered phone calls or emails I was told “they didn’t have time for that crap”. Once again, having proper expectations is the key. In spite of this experience, there are certain things could come up and I would still consider using that shop, but now I know what I’m getting into.

I think the operative word here is "could" preclude them from flying. I am ex military, and a few of the guys I served with have disability pay, but none of their disabilities would affect ability to get a ppl. I would be a fraction of those 5,000 have conditions that conflict with FAA guidelines. While I agree any is too many, I suspect this will come down to less than 10% of the cases reported. Disability simply means less function that prior to the condition, and is very subjective based on the doctor and the case. I can tell you it isn't the racket that the post office has going where over 30% of their employees retire with some form of disability!

I assume you need one immediately, that I can’t help you with, but you can order one here. https://www.airpowerinc.com/order/checkout

Some folks think it’s snake oil some are ambivalent, and some swear by it, I’m somewhere in the middle. I think lancecasper had some starter issues he attributed to canguard, he isn’t a chicken little so I weighed his perspective. I average between 140-200 hours per year, and I use it at every oil change as well as when I add oil. I also talk to most of the guys who own my old planes and they all operate the same way I do, LOP and with cam guard and so far, knock on wood, no issues I use it, and have never had a problem, but one instance is hardly conclusive. I also think if you fly often its probably unnecessary. My concern is I don’t know when the inactivity will happen, so I thought the preparation can’t hurt. I can’t say I’m confident enough it it’s properties to. argue with someone over it, but it’s worked for me so I will continue to use the product.

Insurance cost being “expensive” is very relative. I have found hull value to be the big driver. I bought an ovation 3gx about 25 hours into my ppl and finished the ppl and did my instrument in the money. My insurance was only about 5k that first year, and it likely would have been a lot less in a plane of less than half the value. this question comes up regularly on the forum and all of our answers are there to read so I won’t repeat myself, but the one item that is seldom mentions is the proficiency. in my opinion the more time you have in the plane you plan to fly, the safer you will be in that plane. I had an event some time ago where I lost more than half my engine monitoring info, but given my familiarity with the plane, I could easily manage it safely with the remaining items. I know my Mooney like the back of my hand, much like most of the guys here, and the sooner you start flying them, the sooner your education starts. Buy the Mooney and train in it if that’s what you want, you will not regret it. That being said, I guess I’m crazy.

True, my reasoning is that mixing two part paint is not a beginner activity, but when the ratios and mixing are done by a professional the outcome is usually better. I did this with a repair some years ago and was amazed at how well it matched, flowed and blended. Having the touchup to mix in perpetuity works too, just think that brushing touchups is almost impossible to blend. Either way protects the aluminum, and I just didn't have a problem getting a can each time it was needed.

Kind of depends on the severity and location. I had one that would weep a teaspoon or less on the top of the wing, and only when tanks were very topped off. This is one of many choices where what it costs to rectify, was at best third on the list of priorities. How it’s handled is as little as a few hours labor and an overnight, to months of downtime and tens of thousands of dollars in stripping, resealing repairing paint, and all other squawks, have to’s, we just discovered etc. the answer is as unique as the question. if you could be a little mores specific, I’d bet the folks here will be able to share anecdotal experiences, both successes and failures are extremely valuable.

You can actually have the 2part paint put into a rattle can as well. the catalyst is stored separately in the can so you can mix immediately prior to use. you can get all of this done for under 100 per can. Ask some of the auto body shops which store does this, because they don’t all do it but it’s awesome and incredibly reasonable for what you get.

I think your attitude is what makes the difference. preparing by having the right expectations makes all the difference. This may make you feel better…. I bought an Aerostar in august of 2022 and flew it directly to the shop for for avionic upgrades. It still is not complete and insurance has become a real problem for this plane and me. An entire year… and they told me it would be four months. Here is the best part, no real surprises or problems, just people not caring about how it affects the customer. I prepared myself for this mentally, and know I will enjoy it when it finally makes it home..

I guess low fuel, gear, alt air, boost pump, low voltage,static, pitot heat. Probably a few others weren’t covered in the legacy g1000. The nxi had no annunciator panel…

How is it that the annunciator panel can be removed? Where do all the other notifications appear like alt air, static, boost pump etc?

You asked for opinions so here goes mine… I personally would not leave at 30year old autopilot with iffy support. If a panel is opened up, it’s best to do everything you plan to do at once. Adding the autopilot, or any other upgrades later, will be exponentially more than it would be now, plus the downtime. Budget is of course a concern for almost all of us, but I don’t believe doing half the job will serve you well… Either way, best of luck and please post your pics!

that makes sense because you cannot get the .34 or the .37 garmin update without waas.

I am pretty sure the splash screen was an acclaim. It was the only acclaim with the 310 I have personally seen. Premier in Florida did the upgrade in 2009.