Niko182

Nes

Why would the CFI be fucked? the in the end the pilot decided to go? If i remember correctly, I don't think a student pilot is permitted to do night ops solo. in the end the student pilot flew. I don't understand why the CFI would be Fucked.

Any updates on how the certification is coming? Looking at the flight aware flight times, it looks like they've flown it more than the 35 hours. looks to be around 40 hours, and they're nearly 2 months overdue. If it was my aircraft, I'd start be a tad bit irritated by now.

Just saw a picture of 2 7" G500TXI's with the second one being EIS and no backup neccessary. I believe that means that you can actually have one G500 TXI 7" and one EIS TXI 7" without needing a backup. heres the picture. https://www.beechtalk.com/forums/viewtopic.php?f=21&t=163334&start=30

I'd do the 750, 345R, and a PMA450B audio panel. you can probably get a couple grand after selling the radio, GPS, and transponder. Id' also consider getting an HSI. Other options include an IFD 540. every person that owns a 540 seems to love them.

Flush mount g5s and 900.

any 28v 36 taxi lights still available?

What comes next?

150 hours flown on a plane that hasn't had an annual in the last 6 years is a little scary. 900 NM and 180 knots can be done on really any long body mooney, and the turbocharged mid bodies. Might consider taking a look at the Ovations and missiles while you're at it too. I'd vote long body in the end. You have the option for 130 gallon tanks vs 100 gallons.

Quite odd how I posted the identical thing you said at the same time. Great minds think alike.

If it were me, get an HSI, remove the top CDI, and put the 900 upright where the top CDI used to be. You have a 480, which is compatible with the G5 HSI. You can put it on the right side of the panel and keep the current setup you have, but after flying with a JPI 700 on the right side of the panel, I'd much rather prefer the JPI right in front of me, which is why when my 900 gets installed in about 1 and a half weeks, it's going to be right in front of me. Annoyingly, if you install a G5 HSI, might as well install the G5 AI, and cut a new panel, and get rid of the vacuum system. as you can see, this is a very slippery slope. tread lightly.

Is it worth the cost to install the Precise flight O2 system, or does it make more sense to take a portable system? What are the advantages disadvantages or each one? Eventually, I'd love to start flying in the flight levels, and I will need O2.

That doesnt exist. Anywhere. The experemental g3x touch goes for 5.5k. A certified version would be at least 50% more. Example being the g5 experimental is 1300. The g5 certified is 2300. A full 6 pack replacement for 3 to 5k isnt real and wont be for at least a couple years.

Which will make the price difference even smaller between a g3x if it ever gets certified and a g500txi. Youre still gonna need all of that stuff anyway.

When the txi series came out I had the impression that they were certified versions of the G3X. They look practically the same, and a lot of the systems are the same. If garmin is going to certify the g3x, theyre gonna have to remove functions from it in order to sell it cheaper than the txi. What functions are they going to have to throttle. And when they do throttle some functions, everyone is going to complain, and want something better. Additinally a big portion of the price is labor. The 10 inch TXI sells for 12 to 13k at most places and the 7 goes for like 10k. Dual G5's are 5.2k. What are they gonna sell the g3x for. Pricewise, it doesnt fit in their catalog. As for the GCU485, doesnt the gfc500 do the same as that unit, as in control inputs.

I doubt garmin would certify the g3x. It doesnt make sense, business wise. The g500txi is selling really well, and as much as dynon is stating their system is coming soon, its still a couple years out realistically for the mooneys at least. When you look at it from a financial point of view from garmin, why would you certify the g3x. It practically offers what the g500txi does for less. Theyd practically be shooting themselves in the leg.

@81X

Whats larger? An acclaim/bravo/ovation, or like a tbm/p baron/duke

How much do you weigh? FIKI, TKS? what exactly do you want it for. if it's you and another person an E should do the job just fine. If its 3 or 4 people, I'd look at a an F. both the m20F and E are 145 knot to 150 knot planes so 300 NM or less is a 2 hour and 10 minute flight. If you want IFR capabilities, An M20E/F with a WAAS GPS and an STEC30 will make a really nice traveling plane. I'd want at least a 430W, so when the time comes, it can easily be switched out with a Avidyne 440, and an Stec autopilot would be nice, so when the time comes you can upgrade to the 3100.

Whats that at the bottom of the display left of the "step"?

If you have an IR, the chances for icing and convective activity are low, and you have alternates with approaches along the route, should be just a basic IFR flight without any issues.

Additional Note. Everytime I look at the updates as the post gets replies, I pass by this picture, and die a little inside everytime I do. My OCD cant handle this.

Aerodynamics arent as important further back in the frame. An example of that is how all the rivets are flush around the leading edge of the wing, but as you move back, the rivets stick out. I doubt they have much effect in cruise speed. Maybe a knot max difference.