Pinecone

You can't quite get the elbow out, as the limit is about 6 inches in flight. Not sure about a 300 HP engine, but maybe 200 or 210 (IO-390). Maybe a turbo version. What I would really like to have seen would have been the evolution of the GA-7 Cougar. It was built as light light twin to compete with the Seminole and Duchess, with )-320s. But the concept was that it could be expanded and upgraded to a 6 place with 250 or more HP engines.

We were doing our T-37 over night XC. Two flights out, overnight somewhere, two flights back. Our class commander had family outside Corpus Christy. So we all flew there, and everyone in his family drove (one per car) to pick us all up at CC Naval Air Station, then to the Black Diamond Oyster Bar for dinner, then to their ranch house for the night. They had one of those new fangled VCRs and a tape of Airplane!. So about 10 students and 10 instructors were al sitting around watching, and howling laughing over Airplane!.

I see a lot of reason to do your PP in rental aircraft. I see a LOT of reason to do past solo in rental aircraft. Learning to land in a Mooney could be not so great for your airplane.

Hmmm, that may change things. The two later additions I was thinking of was a 750Xi with my 650Xi. Maybe do the 750Xi with the first part. Do an AERA 760 on the right panel. And possibly later swap for a G3X 7" But the 750Xi and install is what pushes the cost up to have to wait to get funds together.

I agree with the altimeter. But the VSI is easy in that if you see it, you are not level. And some glass can show round gauges. But I have a lot of hours with tape displays in a HUD, so I am used to it. The big thing is that you can see your location and direction on the map and the approach plate. That is HUGE.

https://www.airpowerinc.com/search?q=IO-360-A3B6D

I have to review, but I think the intermediate step would be complete on the left panel. Add ons/changes would be in the stack or right panel.

That is one reason to consider waiting. The only reason to go to MAX is to the PFD and MFD are the same generation. I have not had issues with my Aspen and KAP-150 disconnecting. At least so far.

The numbers I posted were looked up on the Air Power site about 5 minutes before my message. So they are current as of that day.

I thought one of them was a few hours after an oil change with filter inspection.

Agree not recently. But look at photos of drivers in earlier times. But most of those were open cockpit, not NASCAR

Strange, my thread got duplicated. Please don't post in this thread, see the other one of the same title.

Strange, my thread got duplicated. If I got G3X I will do a GFC-500. If I go with Aspen, I may keep the KAP-150 for now, it works. But I can installed GFC-500 as I already have a G-5 to drive it.

Communicates with device and negotiates the charge rate. You can get dumb USB-C that is the same as USB-A with a different connector.

Personally, I think learning Instrument Flying on steam gauges is a good thing. It makes you learn to draw a picture of things in your head. But for real life flying, a full glass panel sure makes things easier. But with an IFR WAAS GPS and a tablet with ForeFlight or Garmin Pilot, you have most of what a full glass panel would give you, for a LOT less money.

Actually you do end up with grime after a race. Count up all the tires that are changed in a race. All that rubber has to go somewhere.

That is why I quoted factory engine prices. You can order the engine, only have about 1 week downtime for the swap, once the replacement is in hand. For a field overhaul, by a GOOD shop, yes, it can be many months before you get the engine back.

Except there have been a couple of posts here where serious issues were caught using it.

Not an MSC but a SUPERB shop is RPM Aircraft Services at KGAI. Our very own Byron (JetDriven) here on MS.

American Aviation - Turned BD-1 into AA-1, developed 4 place AA-5 Traveler. No idea what happened with -2, -3, and -4.. Grumman - Turned AA-5 into AA-5A Cheetah and AA-5B Tiger. Roy Lopresti (yes, the same one as Mooney M20J 201 fame) did the work. Gulfstream - Bought the line for the jets and killed the piston aircraft. Did produce the Some some singles and the twin Cougar under the GA type (GA-7) for a short time. American General - purchased and revived the Tiger as the AG-5B with some upgrades. Tiger Aircraft - Purchased the type certificates and restarted production. Even ones with G1000 True Flight Holdings - Current owner of type certificates. Makes parts and "plans" on resuming production. Hmm, sounds like Mooney.

It will outrun an Arrow. 130 or so is the original prop. The Sensenich removes the yellow arc on the tach and adds something like 10 knots to it.

There is thread where someone came up with a circuit to make them not dim all the time.

Another option would be a Garmin upgrade, but not quite as all out. Maybe just the G3X, GFC-500, and a new audio panel. And NOT add a GTN-750Xi, just run with the single GTN-650Xi I have now. Maybe change the King Nav-Com out

My KAP150 is working fine, for now. And I was thinking the same thing about the G3X, maybe a G3Xi version. I would hate o put in a G3X and 1 month later, have Garmin announce the new version

I was thinking that it would be a possibility with the Aspen upgrade.