fixandflysafe

Many thanks to all of you who took time to contribute these thoughts. The following points stand out from the discussion: Cutting a new pilot side panel is not as major as it might sound and is easily worth it for an upgrade like this. The GFC 500 is the undisputed, best autopilot option. Indeed, it's the main driver for this project. Good point from @PT20J on having a backup driver for the autopilot when using G3X but not when using G500! @jlunseth, I believe GFC altitude preselect would work with the 750 and a G5, even without the G500. And the GAD 13 can get real time wind data onto the CAN bus in a G5/G3X setup. Good thoughts on backup capabilities. @FlyingScot, with four GI-275's, you spent more AMU than if you had gone with a 10" G3X, right? Definitely the best "six pack" panel anyone is going to have! Does anyone have a concern that the G3X is soon to be superseded by a newer product? The Touch series is almost 9 years old now and the graphic display isn't nearly as are good as the G500. It seems like a G3X"i" sort of product could easily be announced within a year. There's nothing like the "latest and greatest" to make yesterday's otherwise amazing product suddenly seem a bit less impressive.

Al, sad story indeed! But these things can happen from time to time. Do you mind giving more info on the oil leak, for the rest of us to benefit? My understanding is that the oil pump picks up oil directly from the sump (provided the pump isn't dry and lost its prime) and then pushes it through the spin on oil filter if equipped, then through the engine passageways before dumping back into the sump internally. There are a few places on the case or accessory section where it may be tapped off for the governer/prop, oil pressure sensor, and turbocharger system including pressure controller, wastegate and turbo bearings. If the source of the leak happens to be near the end of the oil path, the flow of oil through the system and out the leak easily might have been enough to protect an idling engine from any damage. I believe I have heard that during certification, these engines have to still be making oil pressure with as little as two quarts in the sump. Not sure if that's accurate or a rumor. I wonder if that one quart left meant that the oil pump hadn't had enough time to keep pumping that down to zero through the leak, or if the oil strainer pickup in the sump had been pulling air for awhile, leaving that quart untouched at the bottom. Your partner incorrectly assumed that the presence of oil in the sump meant that the low oil pressure was related to a bad gauge. But I have seen Continental engines lose their prime after sitting for months, meaning no oil flows, or they can develop a major leak such as you had. I always try and look at the oil pressure the moment I've stabilized the RPM after every start for this very reason. As an aside, if you know that your aircraft has its hourmeter powered by an oil pressure switch, you might be able to detect a bad oil pressure gauge by verifying the hourmeter is working even if the pressure gauge is zero. I still wouldn't fly it like that, but it helps the troubleshooting. Anyway, curious to hear the source of such a major leak. Is this something covered by your insurance?

Question for the MS brain trust... (and while it's likely already been discussed, I didn't find anything in a forum search) I am wondering the best upgrade path to recommend for this M20K with the following panel: GTN 750Xi KX 165 KFC 150 (replacing with GFC500) JPI EDM 900 (satisfied with it) GTX 345 The initial idea was to go with two GI 275, keep the rest of the six pack, and upgrade the autopilot to the GFC 500. Once that money is spent though, there won't be any sense in upgrading to a full glass panel in the future. If this were yours, would you go for the extra costs of cutting the panel and putting in a screen, and if so, G3X or G500? Thanks in advance.