Pinecone

That is for the G3X/EIS. The OP was about G1000

In candescent don't normally have the issue as much as the filament can't cool fast enough for the light output to decrease a lot.

Many people can perceive 60 Hz flicker. In the days of CRT monitors, I "fixed" a lot of issues with users and eye strain by bumping the refresh rate to 72Hz or higher.

It plane is stored outside, maybe a product like this would be a good idea - https://wingviewtint.com/products/fuel-cap-covers

Not very affordable.

My thoughts also. I got several quotes in the low to mid 50 range. That was for 10" G3X, EIS, GFC-500 (3 axis) And I already have a 650Xi, G-5 and GTX-345. Those 3 items are around 22 just for them, not including install.

They are producing and shipping parts. I have ordered 3 things from them over the past couple of months. Two were off the shelf (not made by Mooney, but in stock) and one was produced for me. But yes, they have been very quiet. Over the summer I suggested a monthly update posting, and most here on MS thought that was a terrible idea as it would take time away from resurrecting Mooney.

Having just done a CAP checkride in a G1000 aircraft, reversion is what Garmin calls using the other screen for the data or combining the data into the primary screen if the MFD fails. Again, I am looking at a right hand display for a pilot in the right seat. The other option is a docking station for an AERA 760

They are wrong. I happen to have the 1991 FAR/AIM in my hands. ATP Aeronautical experience. 61.155(b)(1) At least 250 hours PIC, in an airplane, or as a copilot performing the duties and functions of a PIC under supervision of a PIC or a comfbination thereof, of which at least 100 hours was XC and 35 hours were night. 61.155(b) (2) At least 1500 hours of flight time as a pilot including (i) 500 hours XC flight time (ii) 100 hours night flight time (iii)75 hours of actual or simulated instrument time, of which at least 50 hours was in flight.

Agreed. But you stated that in the past the ATP only required 250 hours. Which is not correct. But yes, you could fly for the airlines with only 250 hours because an ATP was not required. Similar end point, but a HUGE difference in how.

Did you read what I replied to???????? The statement I was replying to stated that this job was paying higher than starting at a Regional airline.

COMMERCIAL rating was 250 hours for Part 61. Part 141 was around 200 hours. ATP has been 1500 hours since I recall. BUT, in the past you did not need ATP to be an FO, so you could get hired at 250 hours with a Commercial.

Have you checked starting salaries recently? One regional is paying Captains pay to new hires. And several have significant hiring bonuses. Today is not a few years ago. https://atpflightschool.com/become-a-pilot/airline-career/regional-airline-pilot-pay.html Highest on the list is $114,000 for the first year.

NP, it happens. And sometimes they are funny.

Then don't use NPT threads. Just straight threads and an O ring or gasket. Yes, but it only takes a bit too much. And with the angled ones, what happens when it is properly tightened, the thing points the wrong way?

If it was easy to turn, and very hard, SOMETHING CHANGED. And in a not good way. You need this looked at before further flight.

Again, this was FORTY years ago. And it wasn't ULSD back then.

Typo, it was supposed to be 300 HP in the second. 25 GPH for a 220 HP engine is amazingly 11.4%.

No, I meant a 300 HP engine.

Cool, another Hog Driver.

When I do my dream panel, I already have the GTX-345, so going remote is a good bit more money. For me, I am the same on the audio panel. But have to think about others that do like music. I will listen to it, but if there is none, I am fine. For me, the right hand display is for a second pilot flying in that seat. And a reversion screen, just in case.

Hmm, I have to check, but I thought my 650 showed time and distance to each fix on the approach.

The electric trim trims the tail. So just like manual trim, if you are out of trim, you have to apply a force. This has nothing to do with the autopilot and over riding it.

Again, this was in 1983. So a LONG time ago. No Jet A available nearby. Local FBO had 100LL and was pumping MOGAS from the old 80/87 tank. The operation was burning enough fuel in the turbines that they refueled the fuel truck they brought with them every few days. The nearest airport with Jet A was 30+ miles away. So they had the local home heating oil company deliver to the airport. Looking around, locally farm use diesel is $3.799 per gallon. Jet A is available at the airport now, but at $6.79. They probably have not filled recently. There is one turbine helicopter on the field and from April - Oct there is a tandem parachute operations flying a Caravan

I have always heard that a good target for fuel flow for take off and climb was 1 GPH per 10 HP. So a 300 HP engine should be around 30 GPH. My 220 HP engine is about 24 - 25 GPH at full throttle and full rich.