Davidv

I was thinking along the lines of not working. Without getting too political here, I’m just trying to say that while some level of assistance is always needed for people it’s pretty clear they’ve gone a little too far.

When restaurants are closing due to lack of workers and every chain store has a help wanted sign (with unemployment at 6%) I think it becomes abundantly clear which governmental policies work and which don’t.

As I'm sure many have experienced, a good way to scare anyone else in your hangar is to turn the master off with the breaks still deployed. I think everyone has done this once and never again

Mine were installed at the factory in 1992 and after I bought the plane in 2019 the right one failed. I sent them to Precise flight and they said it was the first time they had seen them since 1992. I had them both overhauled for $1900 and have worked fine for the last 400 hrs (fingers crossed).

that's interesting as I think he just listed it a few days ago for sale on Facebook, again.

No, there's no telling if and when they will start installing them again. It could happen, just not certain when and at what price. Won't be cheap.

Looks like a good start, one thing to keep in mind is that you don’t have to go with the original location of those rocker switches. Since the ones next to the yoke are awkward to access I moved them higher and like it a lot more. Just a suggestion. See below for zoom in.

If you're OK with traveling, call Scotty Collins at Precision Avionics in Griffin, GA. They did my entire panel (2X G3X, GFC500, GNX375, GNC225, GTR225, PMA450B, G5, GDL52R) for substantially less hours than that and did a good job too. On a side note, I'd highly recommend getting the GDL52R if you have any interest in satellite weather or music whatsoever. You can only get this with the G3X and it's about $800 vs. $4K for the GDL69 which goes with the other Garmin equipment and has the same exact functionality.

Very true on the difference in "real world flying". I tend to obsess way to much about 4-5 knots but it makes almost no difference. Realistically speaking the acclaim is probably 7-10 knots faster at any given high altitude. If we take a 400 nm trip at 18k feet 40-50 miles is eaten up in climb (Acclaim may get there 10 miles quicker) and both aircraft have to start their descent at around 100nm out so it becomes around 250nm in cruise. The Acclaim will beat the Bravo by probably 5-10 minutes.

I believe the Acclaim engine weighs about 60lbs more than the TIO-540.

My Bravo is 1011 useful, I gained about 75 lbs removing all the old avionics and wiring and replacing with glass...

Out of curiosity do you know if the crank was applicable to engines from 2004+?

your wing is broken

Btw, do you know why it was overhauled already at 1100 hours? That's pretty early for a lycoming unless there was a teardown due to prop strike or some other anomaly.

Hi, I know the search function on this forum is lousy, but there have a been a few other similar threads that should be way more helpful than me listing a few important things. The usual big ticket items are the gear actuator and exhaust system (particularly the turbo transition piece). Mine isn’t FIKI but you want to run the pumps in the air and on the ground to make sure there aren’t clogged areas. They are supposed to be exercised fairy frequently even when not needed to keep the system in good shape. TKS components can get very pricey fast since the system is nearly $70k now installed. Yours is fairly new and with a recent overhaul so hopefully it shouldn’t have any major issues. Please let us know if you have any questions on repair costs ect once you get out of the pre-buy because I think we’ve seen it all here. good luck!

Yes, I was just in the mood for a caddy shack joke.

"manganese...a lot of people don't even know what that is"

I don't think I could let any mechanic I didn't know perform a pre-buy without me present for the whole thing. That's really the only thing that would give me some comfort that the pre-buy mechanic wasn't endangering my life or wallet while taking things apart and putting them back together. As for the release, I'm not sure it would be too effective in mitigating your concerns. At the end of the day, if something goes wrong later on, it's going to be near impossible to prove that it was that mechanic's fault unless it's totally egregious and the accident/breakdown that occurred didn't destroy the evidence.

Welcome aboard! It must great to finally own a real airplane ! While I’m sure you’re more than a proficient pilot, it may make sense to go up with an instructor for a few hours and really test the envelope to get a good feel for the plane. Accelerated stalls, going to a remote airport, cut power at 1000 feet while vx and see how much altitude you lose in a 180, ect... maybe you’ve already done this stuff already but always a good idea to knock this out.

Hmm I don’t think much space since it only protrudes less than an inch when not flush mounted? I think about the back of my panel pre-glass and some of the instruments went back up to a foot and we’re stacked on too of each other. There’s no way the G5 is anywhere near as big as my old Sandel (probably about 4x4x12). Now my back has all kinds of void space since it’s just some screens with wire bundles.

FYI if you don’t know already, you can update any of these values in the setup module of the G3X. Just hold down the menu button on startup and go to the appropriate spot. For instance, I updated my CHT redline to 425 and put in a yellow line at 400. The standard green to red at 500 didn’t make much sense to me. The GFC500 setup menus are in there too so you can update the bank angles, attack angles, speeds ect before ESP kicks in.

This is how my installer did mine, flush mounted the G5 at a level where the top of the screens were at the same height and I like it.

On a related note, I was doing some recurrent training the other day and we did accelerated stalls. The buffet is so violent (and loud) it's hard to believe anyone would keep pulling in that scenario. I guess this is my subtle way of saying that while nice, the AoA isn't as useful in our planes as say, a STOL or fighter jet. Our approach speeds are 20-25+ knots above stall speed at average gross weights and you should be feeling it in your butt well before you get a stall horn (still not stalling) or even a buffet. So this doesn't turn into a LOP thread, I'm not trying to offend anyone who put one in because clearly it does serve some purpose but it's just personal preference.

@carusoam is correct, whether it's LASAR or any other MSC, send your request and they should be able to tell you what Mooney has in stock (they can see our real time inventory in their system). I'd pick the MSC closest to your home base for a bulky item like this. Sometimes there's a delay in getting information if it's out of stock because the MSC needs to email our production engineer about the timeline. Some parts are easy to make and some not as much.

The other reason to have it on the right is that you can reset the altimeter settings with the G5 knob and it transfers to the G3X. This is how I set and change mine and wouldn’t want to use my left hand.