hais

I had to scratch my head a bit to figure out how to write the original post without messing up the terminologies...

Thanks for coming forward - can you share the link?

Well, I think a scotch tape on the G3X will resolve the uncertainty:)

Wanted to use G3X, but since we have the other one still, it's nice if they match.

Our ovation has a Hobbs meter in the baggage area that runs at lower rate on low rpm. I would like to find out what the parameters are so that I can configure G3X engine time meter to count the same. How do I figure out the rpm settings?

"They" was in reference to auto pilot behavior after reaching the last way point, this seems to confirm

I believe they switch to heading mode

So how do they report the ceiling: -100?

It downloads databases using cellular connection. That way, you don't need to use database concierge with your flightstream. You just walk to the airplane, and the database is already downloaded. You just need to accept updating. But it is more than just an update mechanism. It also allows you to remotely see things like your fuel level - like what they have in the cirri. Now if it could sump the fuel itself...

Makes one wonder, between the A/P and the pilot, who is in charge and who is commanding whom

Sorry to hear you learned about the limitation rather late. 1. What is the explanation? 2. Is there an alternative?

The coating helped, thanks! The elevator trim isn't perfect still, but the other two look like new.

And this is what happens when the examiner isn't specific: Examiner: there's a 50' obstacle over there. Me: okay. I cleared it with plenty of margin and landed long. Examiner: that was a long landing. What was your intended touch point? Me: the first third. It's a long runway, certainly a long landing, but well within the third. You didn't specify the touchdown point. Examiner: mhhh... my bad, let's go check what the regs say. He didn't find a guidance, but wasn't comfortable to let that go. So he called it a partial and asked to retest the following day. He learned his lesson, and was sure to brief the touchdown point before the flight. I almost thought he was gonna paint an orange dot just to be sure

Thanks!

I didn't take the photos of the solution unfortunately. They had to lift the whole gear and rest it on a trolley.

My FBO discovered that towing a Mooney with a flat gear isn't trivial. The gear door was interfering with jacking. Started talking about removing the gear door. They eventually got creative and hoisted the airplane onto two dollies. Those who experienced that : what technique works best?

Turns out if you have GTN650+GNC355 instead of 2xGTN650, you don't need FS510. The GNC has Bluetooth, and you can cross fill to the GTN.

Not all panels though, for instance, GMA 245R doesn't.

For me, I'll have guidance through circle to land please

Thanks for this list. It makes it clearer now how FMS differs from a navigator. The line is blurring though. The GTN now has aircraft specific performance data (one really, just the glide ratio, but still). Perhaps a poor man's autothrottle would be an annunciation "set RPM to 2550 in 5, 4, 3, .... "

Mike Busch advocates not going full rich and fine. Argues it is easy enough to advance all levels on a go-around. I thought, sure, but not if you have verniers (btw, I firmly believe verniers is the sole reason Mooney and the TTX couldn't compete against SR22...now please don't send the folks with the pitchforks my way ). Now I was just reading John Deakin's articles. He advocates the same, but his was a Bonanza. Got me thinking: maybe It's just me and I'm letting my disdain for verniers get in the way of great technique. Question: do you leave the controls pulled out? If so, how does that play out when you bounce at landing and need to go around? Can you apply the power before the next bounce?

So I had to ask, what is an FMS? I saw this excerpt on Google "Still, the GPS navigators are not considered full FMS since they only use GPS for navigation, whereas FMS use GPS, VORs, NDBs, and INS for determining a position." Don't both GTN and IFD series use GPS and VOR?

You might find this useful for creating your post- maintenance pre-flight routine: https://youtu.be/lTi1qKbwoAU

Followed @Marc_B suggestion, removed the laminate and cleaned it. Looks better now. Will try to add a film and see how it looks like when installed back.

Nothing inside the tanks will surely optimize the excitement....I prefer the suboptimal situation with fuel inside