rickseeman

That was helpful. At least I know where to find the fault page now. I need to go out to the airplane and see what version software I have on the 530. I think the avionics shop made sure it was the latest in December. Thanks

I bought some and had a can with me. I should have tested it but I needed longer term help. I went down to 9,500 and in a few minutes I got up to 80 and a little bit later it got up to 85. So I cruised there. I talked to a member here a few months ago that had a portable oxygen system for sale. I need to break away and go get it.

To philiplane: I really wouldn't be able to handle that at all.

I trust the Chinese ones. Every time I'm in trouble it tells me exactly what I already knew.

In the old days in my F when I came back from Vegas I did so at 11,500 for the cool air and the best tailwind. Later when I got my K (it had oxygen) I always came back at 250 for the speed. Everybody used cannulas then. I only had one problem on those flights in the F. When I got back to my hometown I couldn't find the airport. I had been here maybe 1,000 times and I couldn't find the airport? Really? I played dumb and had approach guide me in. Fast forward to 2023. Blood oxygen meters are cheap now and every geezer needs one beside his bed. I bought one for my O. (It doesn't have oxygen.) I went to Philadelphia last week. I went at 11,500. My fingers stated tingling. I don't want to tell you my numbers or you might call 911 but I think you need to buy a blood oxygen meter for your airplane. They are cheap. Even for a CB.

I already have A/C and I'm W&B challenged. I need a MT but I guess I'm a CB. There's nothing really wrong with my CG. I can have only 2 people up front and no problem but people say they handle and land better with an aft CG. (I'm probably using CG as an excuse for wanting a MT because I think they're sexy.)

When I looked at lithium for a Bonanza they were $8,500. And a long body takes 2. Wouldn't work anyway on a long body because of w&b.

Today is a good day to be glad you don't have a long body. It's brutal.

I have a GNS 530 and GDL-88. I don't think my ADSB IN is working. On the 530 screen it says traffic and I think Wx is not working. I thought the GDL-88 would provide the info to my iPad also but I still have to use the Stratus for the Foreflight data. Now at start up a fault comes up on the screen and says "Check GDL-88 status page. Well, I have no idea where the GDL-88 status page is. Can anyone tell me where to look? Thanks

Keep looking until you find someone that will work with you on this. There are so many good videos for help. It isn't like the old days. (This time it's better.) It can be done. It will be fun and educational. Since you aren't an A&P I would never suggest that you and a very mechanical friend, with a lot of tools, can do it. You know that would be against the regs. Do a compression test and a leak down before and after.

I log all the numbers on every flight. (But the book is in the airplane so I can't be exact.) I don't have TKS. I am clean and waxed, top and bottom. I have the 3-blade but not the "fast" 3 blade of the Acclaim. I am usually light. I fly high, 10-12,000. My reason for this is because Mike Busch says if you fly where you can't make 65% power, you can't hurt the engine. I get 180 kts if I let it have some fuel. Around 15 gallons. But normally I burn around 13 and always get 175. Lately I've been running 2300. It costs me 4-5 knots, but saves 1 gallon per hour and is quieter. But always get 170. Cylinder temps 350, oil temp 190. Enjoy your O.

When I bought my O I had concerns about "deferred maintenance" and "did the mechanic know Mooneys". I had anxiety like we all do when buying a new-to-us machine. I knew the owner was "aging out" and hadn't flown it much in the last 10 years. Was he not worrying about maintenance either? The log book entries looked good, things like landing gear preload, deflection and torque.... it sounded like he knew his stuff. We still worry. The only good thing I knew was the owner bought it new, it was his baby, and he could afford to maintain it. And I knew he was finicky. When I bought a new Bonanza in 2001 for the company I worked for, whenever it needed anything, it got it. My feeling was, we paid a lot for this thing and we need to take care of it to protect our investment. I flew the O for 7 months (didn't really have any squawks) and took it to Don Maxwell for annual because I wanted experianced "Mooney eyes" looking at it. I figure he's one of the best Mooney shops in the world and Don and Paul are treasures to the Mooney community. Well, they didn't find any squawks to speak of either. (Thank God.) So now I sleep better at night. I am sorry the OP had so many problems. That's terrible. I guess I really need to thank the previous owner of the O and Houston Aviation Center for letting me have such a good 26 year old airplane. They took care of it and now I get to enjoy it. My thanks to both of you. P.S. I bought a 685 Commander from a rich old guy in Palm Springs one time. He had bought it new. His view was, he valued money less than he valued his airplane being perfect. That's the kind of guy you want to buy an airplane from.

We went to Vegas on the way out. I think we only stopped in Albuquerque on the way out to Vegas and then made 2 stops on the way back from LA.

You are on the right track with an F. I took 2 friends with me (and they weren't small) from Arkansas to Los Angeles and back in mine so it can be done. F's have a good engine and are basically a no surprise airplane. Mine was manual gear and flaps. I found no down side to this. And it will make the purchase price cheaper if you find one of those. Corrosion is always something to look for on any plane of this age. It would be nice to find something near your location.

I will be glad to take a poly graph test asking me if I knew that flying the airplane, because the digital fuel flow was intermittent, was in violation of FAA regulations. It was almost impossible to even find the digital fuel flow. The only place it was listed was deep into the 530. The analog gauge in the panel worked fine. That's all I ever used. For some reason you're trying to make me out as the heavy on this thread. My only reason for posting was to add why some people are uncomfortable taking their airplane to an unknown shop and for some strange reason you're going after me saying I'm knowingly violating FAA regulations. WOW.

And what would you have done when he told you that you aren't leaving unless you give him $2,500?

Perhaps you didn't read what he said. Did he not explain it well enough for you? Period, full stop, end of message. And if I was flying an unairworthy airplane because the digital fuel flow was intermittent (the analog worked fine) maybe I'm just a bad, irresponsible person. My other 4 Bonanzas didn't even have digital fuel flow.

Legality means nothing. He said this plane ain't leaving here unless you give me $2,500 for this Beech part because the fuel flow gauge on your Bonanza didn't work when we tried it (it was intermittent) and it has to work to be legal because it's a Part 23 airplane. We might be liable if something happened. This crap goes on everyday.

Well, maybe you don't go to some big shops. You would be amazed at what goes on out there.

When I sell my airplane they can come and look at it, he can go through all the logs, we can fly it and he can check out all the systems in flight. Then we can land and he can remove whatever panels he so desires and inspect. We can do a compression test and he can borescope anything he wants. If he can't figure out if it's a good one by then maybe he needs to go somewhere else and buy an airplane.....

King is scum. When something happens to your AH or HSI their charges to fix those are so close to a G5 install that it will make you want to pull the trigger. Yes, getting rid of the vacuum pumps make you feel high tech. But here's the problem. You and I are in our 60's. All this new fangled stuff can be overwhelming. It sounds easy. But it ain't. When you plan/do upgrades you never think of the downside. But there is a lot of maintenance/training, recurrent training/maintenance that you're not thinking about. My 96 O has GFC-500 and dual G5's. King was King but now they're scum. So I considered the GFC-500/G5's to be a nice modern upgrade. I have had my O in the avionics shop 5 or 6 times in the last 8 months for GFC-500 or G5 issues. G5 battery, GFC-500 updates, etc. There isn't an avionics shop on my home field so there is traveling. Luckily, my avionics guy is a good man and tries to get it all done while I wait. So in closing I would say your panel is beautiful. You are comfortable with it. There's something to be said for comfort.

A/C yes, GFC-500 in 2021

My 1996 Ovation has a/c and GFC500 but I guess now I'm supposed to keep it a secret?

I would want the update.

I've never seen a piston European airplane that had any range. Over there the countries are small and they don't understand living in a country as wide as ours.