Davidv

I looked back at this thread and realized I had complained about my $15 increase . Like you, we got ours raised to 1350 but they were nice enough to lower it to ~$1200+ for signing a 2 year lease. Since the 60 day out clause stays the same it's a no brainer to sign the 2 year lease (I should have asked for the price on a 10 or 20 year lease . Unfortunately this is probably a function of someone in the sheltair corporate office thinking it's a nuisance to deal with 100 little tenants when they could just knock down the hangars and build large jet ones. I don't think that will happen in our spot but that's what is happening at the old Lynx ones in the northwest corner. I'm thinking that the airport has some incentive not to kick out all of the little guys because maybe total arrivals and departures affects their FAA funding? I'm also sure the new longer waiting list (with the demolished hangars) has something to do with our draconian increase.

Poor Dan, seems like he may have "lost control" of the airplane. I've always loved how the "D"TSB calls all accidents loss of control, regardless of any mechanical failure that may have occured.

Hi Everyone, it’s been a while since I posted but glad to be back (a lot of life events over the last 2 years!) I sold my Bravo and now we fly my wife’s ‘89 J. It’s a little slower and lower but my 10 month old wouldn’t do well with a 02 mask ;). We are thinking of flying the plane out to the LA area from FXE later this year and will leave it there for a month. Any leads on temporary hangar space would be greatly appreciated. Maybe someone has their plane in annual or avionics shop for the month or knows of a vacancy. VNY, CMA, BUR, WHP or others would be good options.

When I installed the G3X on my previous Bravo they removed the factory fuel pressure sensor and installed the one specified by garmin. It’s a slightly different setup on the engine but your installer should see this in the STC docs for the Bravo. I can’t recall the specific brand sensor they used in place of the factory original but it may have started with a K?

No, they didn’t know, only that there was something internal with the clutches that showed there were some defective pieces.

I’ve said this in some other threads, but I spent 6 months chasing a similar only to found out it was bad servos. Once the Servos were replaced it was 95% better.

When my brakes were sent back to precise flight for overhaul my mechanic (Experienced MSC) just covered the holes with aluminum tape which lasted fine until the brakes were returned. They are relatively easy to take out and install yourself.

When I replaced my turbo transition I believe Knisely welding sold me the gaskets. You may want to give them a call.

I had a different engine, but when we replaced the turbo transition on my Bravo we reused the existing clamps. My mechanic (who only works on Mooneys) inspected the clamps for any wear and put them back. 300 hours later and didn't have any issues.

This is great Don, what a piece of ingenuity!

It turns out that leaving your oil dipstick on your wing before departing on a night IMC flight isn't the smartest thing to do. Thankfully both my aircraft and myself made it back safely with no damage.

The 500txi is newer technology but doesn’t have the same amount of features “out of the box”. The G3X also lets you control other Garmin devices such as radios or transponders from the screen vs. the txi that just lets you view the information from them.

So you’re not getting adequate start power? Is that why they were ordered? If it’s starting fine and you’re worried they are going to die why not do 1 at a time? The second battery is nice for redundancy but largely ballast.

One way to tell if your pitch servo is bad is to engage the autopilot on the ground then try to overpower it. If it smoothly lets you pull the yoke back and forth with some friction it may be good. If it suddenly releases after some pressure it may be bad like mine was before I had it replaced.

Interesting, how's the top seal integrity during turbulence when it's on its side?

Losing the cap under the seat in the middle of a long flight is about the worst thing that can happen short of throwing a rod.

Little john (for ease of use) and then transfer to 64oz gatorade bottle when full. The transfer method seems risky but I've never spilled a drop. The little john alone could never do it for me on a 6 hr flight.

Don't spend too much time chasing ghosts (like I did for 9 months) before your shop determines if the servo is defective. Everyone said "it must be your yoke is sticking" or "has to be the pitot static system" when it was just shitty servos from Garmin. I had my Pitch and Roll servo replaced and I'm told it's now extremely common to have defective servos on the GFC500. The way they found out mine were defective was that the clutch would violently release rather than let you apply smooth controls with the yoke. I'm not sure how you can test this on the ground with the yaw one (maybe try to make opposite rudder movements to turns? althought this may be limited since your nose wheel is on the ground) but your shop may have some ideas.

I don’t think so, he’s more active on the Facebook group but a very nice guy from El Paso who recently retired. Hopefully he will stop by here at some point to contribute!

I’m sad to see it go, but we just closed the transaction yesterday. I’ll still be sticking around here and will hopefully buy another one in the future!

I never did it, but I'm told Skybolt will sell you an entire kit if you want it. I have the same issue on mine. I was going to switch out all of the slotted ones for philips. https://www.skybolt.com/

I think the reason why I’ve never been concerned with this feature is because I stopped using an iPad in flight once I got my G3X installed. I has everything that’s on my iPad (approach charts, weather, frequencies, ect) plus more. For a backup I still have my phone or iPad in the plane but I’ve almost never used it.

It’s IFR capable display but it’s built in GPS is a VFR navigator. This means that when you use the G3X as the navigation source you can select airports, ect…but not IFR approaches. This is only relevant because it means you can’t just use the G3X display to plug in a new route if your navigation source is your IFR navigator (you change the route on the GTN and if updates on the G3X). However, you can change radio frequencies and transponder codes directly on the display and it will change them on your other Garmin equipment. The G3X is also a backup GPS but again, only VFR.

Since the G3X is only a VFR navigator I don’t use it to load any waypoints. Given SIDS and STARS I’d rather just enter flight plans directly into my 375. Rather than upload from ForeFlight. It’s very quick and I haven’t found ForeFlight I be departure and arrival procedure friendly.

Just to close this out, it was finally determined that I had defective servos. Garmin replaced them and now everything seems to work perfect.