Pinecone

Agreed. There were a few glitches, but nothing show stopping or even really annoying. But they bit off a HUGE bite. And, in general, it went perfectly. My first one, but it will not be my last.

Frank Crawford attended Mooney Summit via Zoom. This was asked. He said, it is still being worked on, but they had to remove some equipment from a hangar and it is not in the main hangar, but it needs to be assembled/setup. No clue when that might be done.

That seems to be the FAA's "average" shop hour cost. IIRC, it was the same in the Continental crank counter weight AD

My home field only had RNAV approaches. It has never had any other types of approaches

I went from the EDN-700 to 830. I could not fit a 900 due to lack of space. Plus, I knew I was going to do a full new panel in a few years. What was interesting is that my installation had a couple of GEM probes, that used a special connector/adapter, so I needed to buy some new EGT probes, and there was more labor due to having to change the wiring over to a different connector. I really like the JPI and have gone back and forth over going 900 or Garmin EIS with my new panel. FYI, technically, to be in compliance with the STC, ALL the sensors/probes have to be replaced with the ones that come with the 900/930, even if the are the same ones, so the install cost may be higher on a 90/930 than an 830

Many of the electric instruments have battery back up. The G-5 has a 4+ hour battery. The 275 is shorter. And any electric AI is required to have a backup. With a G3X you have to have a G-5 or 275. With two G-5s or 275s, they revert, so if the AI fails, the MFD becomes an AI without any intervention from the pilot. With the G3X and G-5, the autopilot also reverts, but you have to reengage it. I am considering having a battery backup installed during my upcoming upgrade to power the G3X and a GPS/nav/com.

For fuel, AirNav has a tool that will find the cheapest fuel at the mid point or a given distance leg. There are all the $100 Hamburger site (https://www.100dollarhamburger.com/) and Flights For Bites (https://flightsforbites.com/) With all of them, call and confirm if they are still open. Flights for Bites is the most recent one, so probably the most accurate, but lowest number of listings.

Look at what Skip posted, each instrument has a CG itself. So you have to use the CG of the instrument, not the panel distance to calculate the new CG. The heavy part of the TC is on the end furthest forward. the heavy part of the KLN-90 is near the panel

I will keep you informed.

My shop is quoting 8 - 10 weeks. We will see, so far everyone that has used them has been happy and they have been pretty much on time. Mine is being combined with a split annual. It will go to one shop for all the stuff like engine run, gear swing, etc. Then, near the end of the avionics upgrade, the actual inspection and lube and stuff will be done. That way I don't pay two shops to take off all the inspection panels and replace them and I don't lose time off the annual while it is in the shop.

You forget expensive. And there is the fact that it is expensive.

Yeah, that will work. Thanks.

I was following my flight from ORD to IAH to pick up my plane and ended up in a nice conversation with the person next to me. He owned a 310.

Well, the paint job will be less than normal as there is no time/materials to strip the old paint. But still no way it will be $4K. Maybe get it painted for $15k - $20K range. I remember that ads back in the 60s in CA where it was $29.95. They masked the windows and the lights and chrome, and painted everything else. My Dad had his 55 Chevy painted.

Airport car.

I have been using optical tachs for engines since the 70s when I built a HeathKit. I use them for model airplanes. They typically have a switch for 2 or 3 blades. A 4 blade, you would just divide by 2. When I built the HeathKit, it had to be calibrated, and that is how you did it. I still have that one, and it still works, but is analog readout. I also have a GloBee that is digital.

Or when you have 8 - 12 hour layovers. Or even longer Or when your travel is such that you consider a short flight to be one under 8 hours. My longest was 17.5 hours. With a connecting flight at each end. Or when you are traveling between 3rd world countries where taking a bath is not a daily (sometimes it seems not even weekly) event. Or have someone next to you from a culture where there is MUCH smaller personal space so they feel that using some of your space is OK..

No charts, 3 letter answer. ASR approach. Airport surveillance radar approach. Typically flown to Localizer minimums, but the controller tells you headings to fly and what altitude to be at. If near a military field, they may have a PAR. Which is actually lower minimums than an ILS or LPV.

Two things with the low SMOH. 1) As mentioned, just low SMOH is not the whole story. And engine with 200 hours SMOH done 20 years ago is NOT a good thing. 2) A very low SMOH can mean the seller did the overhaul as a selling point. And may have not used a good shop, so you have a 50 hour SMOH engine that is in worse condition than a 1500 hour engine. Not all overhauls are the same. If it is FRM or Factory New, that is a baseline. One plane I looked at, had the engine overhauled in 2010. And overhauled again in 2011. And a top overhaul in 2017, and during the annuals in 2020 and 2021 they had to replace a cylinder. Not exactly quality overhauls. Some people prefer to buy a plane with a high time engine, that is priced accordingly, so THEY can pick the shop to do the overhaul.

And they are easy to check. Point at a fluorescent light, and in the US and Canada, it should read 3600 RPM.

I would be up to meeting.

Lifetime flight miles are the number of miles towards Million Miler status. Miles that don't expire are earned miles you can use for upgrades or free tickets or similar.

I don't see the O2 system adding 50 pounds. In my plane, it is a kevlar wrapped 115 cf tank, that weighs about 17 pounds. I have a 252 upgraded to Encore specs, with O2, but not TKS, I have a 1119 pound useful load. So 3x 200 pounds of people, 150 pounds for TKS with fluid, there is still 350 pounds for fuel and luggage. In the mid teens, I do about 175 KTAS at 10 GPH. I have a upcoming flight that is 550 nm, it flight plans at 3 hours 11 minutes and 42 gallons. So take off with about 50 gallons, would leave you 50 pounds for luggage. Obviously, with only 2 people, you could carry 200 more fuel/luggage

A question, the Garmin EIS on a G3X does have the fuel required to destination and fuel remaining at destination like the JPIs?

These days you can get a rough estimate of install of between 50% to 100% of the cost of the equipment. The range is due to things like it costs pretty much the same to install a GTN-750 and a 650, but the equipment cost is a LOT more for the 750. Also, as you do more at one time, the percentage goes down as you have already paid for taking the interior and inspection panels apart and putting it back together.