GeeBee

Nxi is not that difficult of an upgrade. Virtually plug and play. All we need with Mooney is willingness to work with Garmin. Every airplane with G1000 can be upgraded to Nxi. It was part of the Garmin plan. Rack in the GIA 64s, replace the screens, update the software and it is done. Accordingly G1000 is not dead, but upgradable IF the factory will get on with it.

If it is dead......why is Textron, Kodiak et al delivering so many new airplane with it?

As said, engine can be easily inspected for corrosion and beyond that the usual data points. Don't be surprised at needing replacement. Panel needs to go, so budget accordingly All that is left is make sure the airframe is not corroded or bent. Could be a fun little restoration to greatness if you can price out the warts.

Any one with a good box brake can make that for you. Probably cheaper than factory too.

It is not an "upgrade". It serves controllers and FSS specialists just fine, but not pilots.

Ovation. On the ground with storm vent open maybe 10. In flight in any regime, heat on or off 0.

It's like telemedicine, you have to understand its limits and its benefits. I've talked to numerous doctors who have discovered deep organ cancers by doing the traditional abdomen squeeze that we all hate. Can't do that over the 'net. On the other hand, the recent pandemic has proven the value of telemedicine by keeping the infected at home while providing prescriptive care. Personally I use Q&A as a "sanity check" to make sure I'm not going down the wrong path. Works good for me.

Thanks, I did not take time to play with it!

What happened to SLD icing?

I really like "NRST" button over "smart glide". I know how far I can glide. I need to know what's available and the NRST gives me nearest airport, bearing, distance but more importantly runway surface, length, approach available and CTAF freq. All that and with two button pushes (Direct and Enter), I'm going direct to that airport. I keep the NRST box open full time during cruise. Most people who eschew G1000 have not flown it. I recently flew Portland, ME to Baltimore through Boston and New York's airspace. Worse, I had weather I was deviating around. I had 5 different reroutes involving airways including T routes and never opened my iPad. The power of the G1000.

In addition to the difference in fasteners, narrow decks have hold down plates around the cylinders. Internally the engines are pretty much identical, but the cases and cylinders are different. The reason for the change is Lycoming wanted to standardize cylinder production, and going to the wide deck design allowed them to do that. Here is a picture of the plates. https://www.texasairsalvage.com/main_view.php?editid1=223622

There are thousands of Cessnas, Beechcrafts, Cirrus, Kodiak, and Pipers with G1000. Support is not ending for a long, long time.

My guess is they had a leak in the left hydraulic reservoir below the standpipe level that completely emptied the reservoir and left the emergency pump dry.

I have seen two cracked cranks from prop strikes. Both Lycoming, one a O-320 another an IO-540

Looks like wreckage is cleared as the runway NOTAM has been cancelled

This will be interesting. The 757 has a fairly simple gear system, and the alternate extension is even simpler. The alternate uses 28v battery power to power a small hydraulic pump that unlocks the gear doors, pushes the over center just far enough to allow the down springs do drop and lock the gear. The only thing I can think of is loss of the left hydraulic system, then the alternate system failed somehow.

That would definitely be "known".

To propound on the above post. I am planning a flight today. I have an AIRMET for icing at my altitude. However, the graphical icing forecast on aviation weather.gov shows no ice. Equally so, the winds aloft temps show icing not possible at my altitude. Finally there is no PIREPS showing ice. So is it known icing? Based upon the "composite", no.

But nobody relies upon just the forecast. As the letter from the general counsel says, "composite" sources.

Because if you enter known ice air, you entered it knowing ice was there. The word “known” being operative. You cannot enter known ice conditions, with an exit plan in case it goes badly and say, it was not known ice, since “known” is operative.

There is no difference between a B767 and a B767ER except for a backup hydraulic driven generator (HMG). In 40 years no one has had to rely upon the HMG except for a fuel exhaustion due to hijack. One night a LOT airlines B767ER departed JFK. Center system hydraulics failed which means no HMG. No HMG, no ETOPS. Have to stay within 60 minutes of suitable alternate. Captain thought, no electrical backup needed, I got two generators and an APU. Continues with ETOP crossing. Arrives over Warsaw, with no center system hydraulics will have to extend gear electrically. Except a chart bag had bumped the alternate gear CB and popped it. Unable to lower the gear, they belly landed a perfectly good 767. The Polish president hung a medal around the Captain's neck. The FAA said, "Why did you enter into an ETOPS operation without ETOPS equipment?" Now the FAA could not get the Captain, after all he had a medal. But, they suspended LOT's ETOPS privileges and fined them via their US operating permit. Cost LOT millions of dollars. The difference between champ and chump is one vowel. If the alt gear C/B had not popped the FAA would not have been the wiser, but when Murphy moves in he brings his brothers, sisters and cousins too and the FAA will have the change of address.

You can't get pregnant from a toilet seat either.

You can't be "a little bit pregnant".

"If the composite information indicates to a reasonable and prudent pilot that he or she will be operating the aircraft under conditions that will cause ice to adhere to the aircraft along the proposed route and altitude of flight, then known icing conditions likely exist." They are going to ask that question and if the answer is yes, hire a lawyer. In legal terms it is "the reasonable man approach" and if you cannot prove you where reasonable, hire a lawyer. By the way if you assert it was , "un-forecast" the first thing they will do is listen to the tapes to see if you complied with 91.183.

Hey it is your cite, not mine. The FAA is telling you when they are going to break out the 5 inch flange bit on you and make life difficult. It is a bit like J-Walking in CA. The CA pedestrian law says, you have the right of way over all vehicles the moment you step off the curb, even if it is not a marked crosswalk or an intersection. All traffic must come to a stop....but you can also be charged with J-walking if there is a marked crossing nearby. The opinion is signed by the Chief Counsel of the FAA. I tend to take him at his word I don't think he wrote what he wrote for anyone to second guess how his prosecutorial thinking or discretion will work.