Max Clark

I took the Garmin training and was was blown away buy the G3x integration and control of everything. I still like having knobs, but I'm curious how that changes over the next year.

I did GTN750xi GNC215 and GTX 345R

That's going to be an amazing panel! As an aside, I don't understand why Garmin makes the GNX375 but doesn't offer transponder in either the GTN750 or 650 variants. Sure they have the remote transponder for the GTN as an option, but it makes panel planning hard.

The RPM was confusing - you’ve got the HP STC and WOT yes?

I’ve had a few people tell me to keep the flaps at TO all the time to help avoid this Also not having passengers has helped as well

Here's the panel

Had to move the ELT over to the left as well (Mooney's don't have a lot of space lol). This is what I ended up deciding: ELT, Emerg Bus Master, Alt Field Bat 1/2, Radio Master

How much retract time do you have? Specific to make and models you're looking at? Are you ready to pay the insurance 250 hours and IFR will help you, but are you ready to pay the insurance VIG if you have less than 50 hours retract? I was looking into the Cardinal as well. Great looks, lots of space, good numbers on a spreadsheet, etc... Cardinals are cheap because they are expecting a wing spar AD to ground the fleet at any moment. Everyone I've talked to with a Cardinal has gotten out of the plane because of this. Cessna 182 for obvious reasons. If you're looking for a cheaper platform (that insurance would like for you) don't sleep on the Piper Arrow. I bought a M20R and have become a huge fan. You're closer in numbers than you might think.

I spent years trying to financially justify buying a plane - it's impossible, at some point you just got to do it because you want it. I did my instrument training in a Cirrus with the Perspective+. Flying approaches with the tightly integrated avionics and autopilot really changes your perspective on things. So for me my upgrade decision started around getting a modern autopilot and then trickled out from there. BTW I'm finishing my commercial right now in a 172S. Looking down and seeing 92kts indicated is cracking me up. I'm not going to talk you out of getting anything with an IO-550.

I came back to type this exact thing. 2x G5s, and a GTN 355 or a GNX 375 depending on your comm and transponder situation. I've been flying an early model 172S lately and miss having the ADS-B IN. Next step is a GFC 500 autopilot - the GFC 500 w/ the G5s and a modern navigator will get you everything you want.

2003 Ovation Factory O2, no TKS, 3 blade prop, 280 HP = 1007 UL Removing the vacuum system right now, book says I'll save 26.49 lbs for the vacuum system, and 80.46 lbs of avionics and gauges coming out of the plane. Don't have calculated weights for what's going back in yet, but I'll post when I do for anyone curious down the road.

I think I've written and deleted a few responses each time I've re-read your post. Do you want a bigger plane, a faster plane, new avionics, or everything? It seems like you want something new, but not set on what that means for you. I agree that buying a plane with avionics done is a cheaper way of doing things, but a) you're buying someone else's choices, and b) you're buying a lot of unknowns with the new plane. I'm in the middle of a full panel overhaul. It's expensive and if I sold the plane right away would probably lose 50% of that expense on the sale. But I'd tell you after doing this it's amazing how many little choices you make along the way that are a reflection of your preferences, priorities, and how you actually fly. What equipment do you select, where does it go (autopilot above the stack, below the stack, off to the side), how your switches get laid out based on your in cockpit flow, etc... From what I know the J will only buy you 10 knots over the C - is that worth it? The Missile should get you 30 knots over the C (and more fuel burn to match) - is that worth it? I know I'm asking questions and not giving any answers, but I hope this helps.

Because I have two batteries, so the Batt 1/2 switch selects between them.

I've had different CFIIs teach this different ways I'm a approach flaps before FAF, and no changes all the way down guy Full flaps if field in sight far enough out that it doesn't disrupt a stabilized approach and landing

When I forget to retract on go-around it sure does. I should also say that plane climbed fine, airspeed was lower than it should have been which triggered my brain to figure out why.