CCAS

Seems to be a good example of staggered timing. The mag with the 28 deg BTDC setting should have correlated to the spark plugs that were closest to the exhaust valves. Goal would be for that combustion event to occur slightly before the opposite set of spark plugs (firing at 26 deg BTDC) so that the two flame fronts meet at the center of the combustion chamber and produce the most effective power stroke.

It looks a bit like a brake caliper bolt but not sure how it would have ended up near your nose wheel. It may not have been from your aircraft but you might want to take a look at your left and right main wheels to see if the calipers are missing any bolts (and are safety wired). Otherwise if you still think it was deposited from your aircraft I’d remove the top and bottom cowlings and see if any of your engine accessories are missing mounting hardware.

This one worked for me: https://www.amazon.com/gp/aw/d/B0792L8R4T?psc=1&ref=ppx_pop_mob_b_asin_title

That’s how I have mine installed. I thought the preferred installation was on the hat rack with power cord access through the baggage door.

While emailing back and forth with Jon at Pure Medical he advised the following: "The amps while using without the battery are 3 amps, but if you charge the battery and use the unit, you will be using 10 amps." Seems like a 10 amp CB (at least) is needed.

Totally agree. I’d worry if my GTN 650Xi and GNX 375 both fail on a given flight but I consider that outcome unlikely unless dealing with total power failure.

I elected to install a GTR 205 as my #2 radio and am happy with the choice…and the recent software upgrade offered by Garmin gives it some additional features. Price was a factor in my decision but I also didn’t think I needed another Nav source (I’ve got two panel GPS WAAS options and one land-based Nav option which I though gave me plenty of backup capability).

That's about right. I installed the new-style switch for both the gear safety bypass and TOGA. They're different part numbers but both sit 'proud' on the panel.

If you want to stick with the OEM switch I may be able to help. I recently upgraded my J model gear safety bypass button/switch with the type referenced by @GeeBee above so I should have my old switch somewhere in my several boxes of legacy equipment that came out of the airplane. Let me know.

For a small-dollar transaction, does anyone have a preferred money transfer app or method for a Canadian buyer to pay for an item from a US seller? PayPal has been discussed but their online terms and conditions have a ton of fees and other variables that make it difficult to predict how much they'll scrape off the sales price.

(not an aerospace engineer but...) I always thought aerodynamic flutter could affect any lifting or control surface and wasn't limited to hinged components. Several videos online show flutter on a variety of aircraft. My favorite is the Twin Comanche classic:

I've just installed CiES fuel senders in my 1989 M20J and I've got my 4 OEM fuel quantity transmitters if anyone needs them; they were working fine when removed but you may want to install new gaskets. $50/ea plus shipping. Or all four for $150 plus shipping.

$1900 in 2024. 1 week.

It's in the plan. Just need to find time to visit Olathe.

Three reasons for me: - I wanted a bit of future flexibility in case there's ever a need to install other avionics items (that's one of the reasons I kept the co-pilot side as clutter free as possible). TXi had more connections and has the HSDB architecture instead of the CAN bus. - When I looked at the first round of estimates, the labor was slightly less to install a TXi system compared to the G3X system. Not a huge difference but some. - (very subjective) The G3X has been around a while. No indication from Garmin that they're ready to update it with something newer but in the back of my mind I thought the TXi would be supported longer. Also thought the TXi graphics were a little clearer compared to the G3X.