Pinecone

Go for it. Only possible issue is running out of Blue Tooth connections to your GPS.

Especially when the freezing level is lower than the tops of the terrain.

How is it a crutch? I see it as a last chance warning if every other check fails. I installed one in my plane not long after buying it.

What haven't you seen before? AFAIK all SI medicals have the not valid after date on them.

UV dye an help track down leaks. Clean the area. Add the dye to the oil (about .5 - 1 ounce), run for 2 - 3 minutes. You may need a hangar to get it out of the sun, but the UV lamp lights up the leak nicely.

Did you call Aerox? Or Mountain High? Owner of Aerox flies a 201.

The non-electric ones use vacuum, not a lever. The previous owner installed the electric ones in Dec 2017. I have had the plane for about 2.5 years. They are working fine.

Crap, 0W3 is my home field. Was not a great flying day on Sat due to winds,.

Another interesting point. Lycoming allows doubling the oil change interval if the engine is run on Un Leaded fuel.

For the Lasar ones, do you use some Loctite to make sure they stay in?

Yes, it should be a no big deal, just fly the airplane. But not everyone reacts that way. And yes, our alternate static works that way. So give it a try, in level flight, pull the alt static and see what happens to Altimeter and Airspeed readings. Pop the door and see how that effects them. It is pretty eye opening.

Remember, you only hear about issues, not from those without any issues.

OP stated that the Garmin installation instructions did not allow the GSU25 to be connected to the aircraft static system. He is flying A36, so Mooney instructions could be different.

Considering people crash due to doors opening on take off or in flight without the added confusion of an AoA system giving the pilot erroneous info, I consider this a BIG deal. It at least needs to be communicated with pilots.

WRT to autopilot disconnect, Garmin is saying mine may be due to GPS issues. My #1 is reporting 3D- (column H in log ), instead of the desired 3DDiff. Avionics shop it thinking antenna issue. One antenna is from 2017, GTN-650 install. But, I had been running the Service Bulletin revised gains to deal with pitch oscillations. So my shop thought we should try to go back to the original STC gains. When they did this, they noticed (they always check the lasted revisions from Garmin's site) that they changed. So now we have the Original Gains, the SB Gains, and the Current Revised STC Gains. Putting in the Current Revised gains, I have slight pitch oscillation, that it acceptable, but my AP disconnects have pretty much gone. I got on on climb out on my first trip after the change, but then flew almost 18 hours without a single hiccup.

BMW had a system like this. But they figured out, that fuel used gives about the same interval. For my 2002 M3, IIRC, the oil change interval is 600 gallons burned. Run hard on the track, you change oil sooner. Drive normally, and you get longer intervals.

ADSB In is not transmitted to a specific aircraft it is just transmitted. So if your ADSB registration says In, but you don't have it it doesn't change anything. The GTX-335 does not have ADSB In. It is only ADSB Out. There are two versions, one with a built in GPS and one without. The one without GPS needs a separate GPS for position data. My CAP-10 has a GTX-335 with built in GPS, because it does not have a GPS at all. I am planning on changing to a GTX-345 and GNC-355 (GPS and Comm)

I have the switch out of my 252 available. I went to toggle switches.

I use a tiny amount of 3M 5200 to glue them on.

Agreed. Any number of reasons the sale could fall through.

What happens if you have fuel leak or a loose cap????

Get a digital tach off Amazon and check the actual RPM. The problem with low RPM is that your engine is not making rated power during takeoff. So all those nice tables in your POH are no longer valid.

It is not hard to fly cross cockpit instruments. Instructors do it all the time. It would be a good idea to practice this. But I put my back up G-5 right next to the main display and up high. I see a lot of panels with them down low.

Actually there are different LHS models and even the C model can be installed with the wire to the gear switch. Early models or newer ones without installing the wire, it says Check Gear a few times regardless. But the current version, installed properly, acts as you said, it only says something if the Gear is not down at 200 feet.

One thing I have found helps in avoiding too much heads down is to put a dedicated screen to Traffic. That way I ONLY see the traffic close by (normal set to 2/6 miles) and +/- 2000 feet. With speed/distance vectors shown, it is a quick glance to see if there is an issue, then eyes out to visually acquire the traffic.