GeeBee

Carlus Gann is the master of porting and polishing.

The G1000 will be around and supported for a long time. Too many aircraft, such as King Airs, Barons, Bpnanzas, Piper PA-46 series, Kodiaks etc have the system. As to why Mooney would care, they get a cut of the action in an upgrade situation. The problem right now is they owe Garmin a lot of money, so getting new merchandise is problematic.

Here is a list of FAA repair stations around the world. International are towards the end. Most will not meet your needs, but there are few in China that might. https://www.tc.faa.gov/its/worldpac/Standards/ac/AC 140-7L.pdf

They make a big deal about "getting it right" and paint correction. Look, my airplane is a 2005 painted in Awlgrip. You're not going to "correct" an 18 year old polyurethane finish unless you want to buff it down to nothing and take all the luster out of the finish. Leave it alone. It is what it is. Get it squeaky clean then coat it. I had a friend who recently did the leading edges of his Aeronca Champ with Adams Graphene. Not much you can do in "paint correction" there and if you mess too much with it, you'll be recovering it. He is really happy. Does it glow more? Nope, but the bugs come off with a swipe of a damp rag and he is very happy. I had my boat done by professionals who spent 3 days on it and used Gtechniq. The job on my airplane is shiner and as good as the boat job. Will it last as long? I don't know but it seems pretty durable to me especially when compared to regular waxes when subjected to TKS fluid.

One other thing. If all else fails, go to the RAIM page on your navigator and your GPS altitude is right there.

In a pressurized airplane there should be a separate static line and source for the alternate static source. Either a poor build design or the pilot did not understand his systems.

Well let's run this to a Mooney M20 long body. Non-pressurized fuselage so if the static line is some how compromised, open alternate static valve. Check. Ok, let's say that fails, reach up under the panel and tear off the static tube to the standby altimeter(it's at the bottom and easily reachable), check.

Certainly want to get that cleaned up. It's not bad, but not great. I don't think its worth 7-10 knots. You're going to be down at least 6 knots off of book to start with because of TKS. So 1-4 knots, yeah it might make sense. Might talk to Cole Aviation in Dalton, GA. It is an MSC and Joe is really good with Mooney gear. I take mine there every other year for a gear tune up.

Ceramic wax refers to the family of SiO2 coatings. Price difference is the amount of active SiO2. I use the advanced graphene for the expensive coating then keep it touched up with the spray on stuff. It is the only "wax" that survives TKS fluid in good shape I might add. I use Adams polishes sold on Amazon. https://www.amazon.com/s?k=adams+ceramic+coating&crid=3JRVQEK5TVN1Y&sprefix=adams+cer%2Caps%2C117&ref=nb_sb_ss_ts-doa-p_2_9

FIKI has an incremental improvement in dispatch rate. There are a few missions I would not have attempted without FIKI, one because it would be illegal and two peace of mind. There are also missions that even with FIKI I demurred. That Bravo in WA state entered SLD and no airplane can hang long in SLD, even a jet. I would add, FIKI is not approval to enter SLD conditions if you read the Flight Manual Supplement. Regarding FIKI vs Non-FIKI. It is true that both systems have similar failure points, If the feed tube let's go or a surface distributor fails it won't a difference if it is FIKI or non-FIKI. What FIKI has however is two batteries and two alternators with an essential bus. It does not matter if you are in icing or not, having that redundancy is beyond re-assuring and in my mind paramount in an IFR airplane, especially today's electronic wonders. Because you can exit icing with proper planning, but there are routes in particular in the West where an electrical failure will drop you down into a pretty big crack. Ditto me on the G1000. Very capable, particularly with WAAS. Most the time, my iPad is closed with the G1000 panel except to find right or left traffic.

I started my aviation career flat on my back.....scubbing bellies on a fleet of 35 airplanes. I was 13 at the time. Used stoddard solvent. Used so much of it I had burns on my abdomen from the drips. I knew enough then and now not to want to do that again. With my personal airplanes now I keep the belly waxed real good and let me say, the ceramic waxes are the bomb. For the belly, you don't need an expensive one except for the first coat. After that, I clean the belly every 10 hours or so with Mother's ceramic cleaner or Turtle Wax 3 in 1 Ceramic detailer. Go back over it with Mother's spray on ceramic. Done. Takes less than 45 minutes. Stays nice and clean. Heck the other day I cleaned it with my street clothes from a creeper. No harsh chemicals on you, no harsh chemicals on the airplane.

I own an Ovation and on occasion I have been out that way with it. I have flown everything from 172s to Boeings in that part of the world. While the Ovation is fine for an occasional visit, if it is where you are going to "live" buy a TKS equipped Acclaim.

This MT went into reverse, airborne. The pilot was a co-pilot I flew with. Said MT was surprised the propeller could reverse airborne, but it did. https://www.accidents.app/summaries/accident/20050902X01377

So I take it you disagree with the FAA recommended separation requirement?

You need to urinate at least every 3-4 hours. Otherwise you are putting yourself in a condition of dehydration. It seems like a little thing but when I was flying international, in particular on missions over 8 hours I noticed a huge spike in "medicals". People passing out etc. I did a little experiment where I asked the flight attendants to make extra efforts at hydration, and my "medicals" dropped to near zero. I also noticed a drop in "the crazies". People making absurd requests or demands." Dehydration is pretty insidious and has profound effects upon your ability to operate as a pilot, especially in terms of thinking and decision making. Personally I am like Don Kaye and land about every 3-4 hours because, I keep hydrated.

His plane won't explode, it will just burn like a Roman candle. Once an O2 line is breeched there is no telling where it will find a source of ignition, which interesting enough can be the breech point itself. (Ask the NTSB because they could not identify the ignition point on Delta 1558 at KSLC)

Non-sequitur because you inverted the thermodynamic process. If there was a gasoline line strapped to an electrical wire that would be very close to what is being done here. There is a reason why the FAA requires 6 inches of separation between an electrical wire and an oxygen line. Not mention the oxygen line draped across the edge of aluminum plate and steel tubing without chafe protection or standoffs. I would not ride in it and even the OP expressed misgivings. When you have mis-givings, listen to that little voice.

Pure O2 in a vinyl tube, melting point 66 degrees Celsius lashed against wiring with rating of 105 degrees Celsius if the oxidation from the pure O2 does not compromise the insulation first. What could possibly go wrong?

Add Delta 1558 at KSLC to that list. Very close to having fatalities. In that case they were not filling but swapping cylinders. The fire started after the bottle swap and the mechanic leaving the compartment. Oxygen seems "benign" because we breathe it, but it is buffered by nitrogen. Pure O2 is a dragon in a bottle. Treat it like that fact. https://www.accidents.app/summaries/accident/20001213X29575

https://www.aircraftspruce.com/catalog/avpages/kannadBAT200.php I have run into this myself and here is my answer. If it required the authorized Kanaad facility to replace it, why does Soruce sell the kit to the public at large? In Canada, yes it has to be sent to Kanaad because the recertification requires an actual 406 emission test. Kanaad lumps the US and Canada together in their service documentation. It is indeed the Hartzell AD thing all over. There is no requirement to “re-certify” your unit, only the requirement to replace the battery, and your IA can do that, he just cannot do the 406 emitter test.

It does not take much https://en.wikipedia.org/wiki/EgyptAir_Flight_667 “The same test was also performed at voltages and amperage of aircraft wiring found elsewhere in the cockpit. With air in the hose, applying 28 volts DC power at 5 amps of current or 115 volts AC power at 2.5 amps did not rupture the hose or cause ignition, but 28 V DC at 6 amps or 115 V AC at 5 amps resulted in a small leak with "some incandescence".[3]: 42  With oxygen in the tube, 5 V DC at 1.2 amps or 28 V DC at 2.5 amps did not result in a rupture, but 28 V DC at 5 amps caused a leak "followed by ignition and complete rupture of hose [sic]." I might add the hose had outside braiding as opposed to simple vinyl tubing. Might want to ref AC43.13, 11-126

It is an ICAO guideline so for those nations who follow ICAO, yes.

What does your IA think about that setup?

There is more than approaches. Your choice of alternates can also be affected.

I had my Ovation done by Hector last April. He is a master craftsman. It looks like we have the same color carpet and logos on the mats.