GeeBee

Run away.

Agree, but it is likely it will be a government decision, so stupid and knee jerk will enter into the equation.

It would seem logical and I can remember individual suicides in my career starting in the 70’s, usually in groupings of 3. However this idea of taking down an entire airliner full of innocent lives seems to be a newer and increasing phenomenon, much like the increase of school shootings. While we could discuss the reasons ad nauseam (something we are really good at here) the fact remains in my lifetime this is new and increasing paradigm.

Have you looked on Foreflight or Pilot to insure FIS is not NOTAMd out in the area?

Well what will happen if they do is pilots unions will demand positive space transportation in their contracts and there will be less seats for you and it will cost more since the airline will have given up the revenue on that seat. Second is the jump seat on many airplanes like the 737 and DC-9 is no picnic, believe me. Most coach seats are more comfortable.

I'm afraid this incident will end jump seat privileges for everyone.

They were not set either. The installer selects "Certified" or not. It's in the manual.

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.