Davidv

Yes I’m talking about the same, but I’m not trying to split hairs or say you didn’t get a fair deal at all. Every installation has it own complications. My comment is as more about expecting the Dynon to be significantly less but I guess they found out that it costs a lot money to develop quality avionics

May be true, but based on the video at $16K, the labor seems to actually be more than what I've been quoted for comparable Garmin system.

Hearing this sweet sound on startup would be enough to make me forget about whatever fuel I'm burning during taxi:

Thanks, good video. I knew very little about the Dynon system but I was a little surprised by a few things. First, while it looks like a great system, the pricing starts to look pretty similar to the Garmin equipment (maybe I missing something). The G3X dual 10 inch setup is around $16-17k in the Garmin unit and looks like it would be $15k for Dynon? I’m not saying that Garmin is necessarily better, but it seemed like Dynons mission for years was to create more cost effective avionics (which I assumed was more than 10% cheaper). Second, some of their pricing seems to be very “spirit airlines” like. So you need a USB port to update the unit but it’s an additional add on? Why not just include it in the price? Oil temperature is an additional add on to the engine monitor? I can’t imagine anyone wouldn’t want to know their oil temperature. None of these things were expensive, but why not include them to seem less like they are nickel and diming people?

Thanks, I also just confirmed with my installer that you can set it for mute or soft mute. This was driving my decision on whether to add XM to my installation. I think I’ll go ahead with it based on this.

So if I understand correctly, the 345 will soft mute the music? I just ordered one as part of a larger upgrade and since I'm getting all Garmin equipment.

Agreed, even with Garmin net 30 terms it's reasonable that a shop doesn't want to risk ordering very expensive components, installing them, and then having to remove and resell if the owner doesn't pay. When they get the materials paid for they are only risking their labor at that point.

I’m about to do an upgrade and all the shops I’m dealing with are requiring anywhere from 20% to 60% up front...These are all pretty large and well known installers in the southeast.

I would say no based on a few factors. The main reason is that the nose gear has very limited play and you wouldn't be able to see the turn limit indicator on the nose gear. It's also a pretty heavy aircraft so I don't think you would want to put those kinds of forces on the tail when turning given how far aft of CG it is. If you turned it too tight you would either be damaging the nose truss or in some worse case scenario (if a tire got snagged on something), trying to bend the tail in a direction it doesn't want to go. I'm not an expert but those are my 2 cents. I currently use a Thundervolt tow bar that I purchased used: https://www.powertow.com/ThunderVolt-12-Volt-DC-Aircraft-Tug-_p_17.html. It works very well but you just need to also be careful you don't turn the nose wheel too far in one direction.

That’s what I believe most good mechanics do these days...

There have been lots of discussions on this over the years (search "plessy"). I'm in the same boat as are many other owners. It would seem that if one person were able to remove their spring while their plane was down for a long period of time in overhaul or annual, some fabrication shop should be able manufacture. I'm not a metals expert but there has to be a way to determine the specific material needed...maybe just very wishful thinking?

The best we can hope for is that whoever wins continues the longtime political tradition of doing very little to affect the daily life of the average person while spending most of their time just trying to get re-elected.

Not trying to continue a political thread, but when you look at the written platform of one party it’s pretty clear they would try to ban 100LL if they had their way.

Agreed, I don't see Biden spending many winter breaks in Delaware...

I think there are generally two types of MSCs. There are those that only work on Mooney’s such as Maxwell (not too many I think), and those who are a Cessna, Cirrus, ect service center as well. In my limited experience, you need to have much different expectations for the latter. At one of these shops it’s very highly dependent on the mechanic who happens to be assigned to your aircraft. They could have been working on Cirrus’ for the past month since there hasn’t been much Mooney business or never seen your model Mooney. Unfortunately if you start asking about their experience you may get responses like “John has worked on a “number” of Mooney aircraft”. A number could be 1 or could be 100.

When trump is in Palm Beach, the 10NM ring is a no fly zone unfortunately. The 10-30NM ring is fine on an IFR flight plan or flight following.

Agreed on the approach plate personal minimums. A fellow MSer (who I consider one of the safest and conservative pilots I've met) told me his personal minimums were the approach plate minimums. This person doesn't fly for a living but practices approaches under the hood on a weekly basis down to minimums. I completely agree with him on this subject. The rationale is that if you're staying current and always training to this level, why wouldn't this be the level you should fly to? Additionally, if you're never going to go out in real IMC conditions when the layer is lower than 1500' or 1000', what happens when you're all of a sudden caught off guard with a 300-500' ceiling? The weather has a funny way of messing with even the most perfect plan. I'm not saying personal minimums do not make sense, but they should be commensurate with the level of practice and currency being maintained. I'd argue that a 5000 hr pilot flying to LPV mins after not flying for a month or two is much riskier than a someone with significantly lowers hours who is practicing them on a weekly basis.

Thanks, good for know. I suspected it was a little less from my logbook entries. Since you either need to be an Olympic gymnast or crawl on your stomach through the passenger footwell to get a reading, I usually just check it periodically for my oil changes ect...

You learn something new everyday... In my case the meter is in the left side of the passenger foot well (92 Bravo). Is mine also measuring off the airspeed safety switch?

Unless you want to do the 275 I would get an overhaul from Bob Bramble rather than buy on eBay. I bought a used KG-258 on eBay that had just been overhauled by Bob 30 hrs before it was removed from the sellers plane. Something may have happened in shipping and the unit was inop when my avionics shop tried to install. Fortunately, the seller happened to be a fellow Mooney owner and he instantly refunded my money (although I was out shop time). I believe Bobs price on the Kg-258 is $1500. I’m not sure about the cost for the KI-256..

Welcome to Mooney Space David! I think I speak for everyone here when I say we very happy that you are with us and doing well. I’m sure others will share their well wishes too. In terms of your accident, it’s really only my (or our) business to the extent we can learn something that may prevent a similar incident in the future. I’d invite you to share as much or little about the event as you feel comfortable given that I’m sure the investigation is ongoing...

My first question would be the altitude that you are getting a KCAS of 197. Density altitude of -10,000? I'd probably have to change out my ASI to even see that! just poking fun, I know what you probably meant.

Nice registration! Must be some talent of yours...

"Almost no mice were harmed in the production of this lubricant"

Yes, I agree that sometimes chasing ghosts can cost a lot of money. When you look at the technology involved in our sensors and probes it's relatively basic so it's understandable that there may be some variation. For instance, I thought I was having an oil temp problem and the vernatherm was to blame. Prior to doing any expensive investigation we cleaned all of the contact points on the oil temp probe and sure enough the temp went back to where it was prior to my "issue". I spent a lot of money chasing what I still believe to be an EGT "ghost" earlier this year when it was really my fuel totalizer that was giving me a higher than actual fuel flow.