LANCECASPER

The 696 doesn't have bluetooth. You'd have to use a GDL39 or GDL393D with the combination cable for ADS-B in. The 796 has bluetooth.

http://donmaxwell.com/publications/MAPA_TEXT/_overlay/Fuel Tank Repair_How We Fix Them 2-05.htm Look for the solution under "Panel Screws". It works. A tinnerman washer along with that fix helps too. Once you get it fixed, for new wing walk, this product at kofflersales.com works great. You could do 10 wing walks with one roll. Easist to make a template out of poster board first.

Definitely go with the Energizer and not a lightweight starter. The lightweight ones tend to kick back and take out the Starter Adaptor which is much more expensive than the starter.

Reddero, If it's for your 252 I think you need the 646275 (24 volt) starter.

There is an aviation aisle at Home Depot, Lowes, True Value, etc . . . Just kidding, the hangar elves many times do their shopping in these aisles.

If you're thinking of inducing labor, take her on the return to San Marcos, it's sure to happen.

That makes sense. Aspen had to finish up the certification of the KSN770. Trig makes the KT-74 transponder. I think Freeflight does their ads-b boxes. They must not be doing anything in-house for piston general aviation if RC Allen is doing the KI300.

New products like the Sandia Quattro and the L-3 Genesis will hopefully steer people away from RC Allen. I've never had luck with their products unless you count bad luck.

JB Weld from the Aviation aisle at Home Depot works well too

You do have to say that they were well matched partners.

I've seen some that put in glass panels with EFIS backup that place the backup so the horizon is exactly lined up with the horizon on the main glass so that transition is easier. All a matter of personal preference though.

I was reminded in 1992 when I bought a Cessna Cutlass (172RG), my first retractable gear airplane, to stay humble because there are only 2 kinds of retractable gear pilots - ones who have landed gear up and ones who will. (I thought about that and then deep down I thought it could never happen to me. How could anyone be so distracted to forget to put the gear down?) Fast Forward to 1997. I had just bought a 1996 Mooney TLS Bravo and a friend needed me to drive him up to catch a commercial flight in Austin TX. No problem, I'll fly you to Austin Mueller (now closed). He had flown with me many times and knew that hot starts in Texas summers can be tricky. We went over it before we ever left the ground. He was going to exit the airplane, get his bag, shut the baggage door and walk behind the airplane to the FBO for his ride to the terminal while I kept it at idle and didn't have to shut down. We landed, taxied, he exited. I got my clearance, taxied, took off and shortly after take-off I heard a loud bang from the back of the airplane - the baggage door has popped open on my new airplane. I was sure it had probably exited the airframe and had taken the tail section with it. I let the tower know what happened and that I was coming around to land on the perpendicular runway - all the way picturing what my airplane must look like. I turned final and wanted to get this thing on the ground to assess the damage. On final a Delta pilot waiting for take-off, who had heard everything, says "Mooney, check your gear down". I got that horrible feeling. I would like to think that I would have made a short-final gumps check, but I'm not sure. After all was said and done after landing and then taxiing to the FBO and looking over the airplane, I closed the baggage door, locked it and there wasn't a scratch or a bend anywhere on the airplane. I had turned a minor distraction into what could have been a major problem. After that I realized it can happen to anyone - all it takes is something out of the ordinary thrown in the mix. Don't ever say it couldn't happen to you.

That's not really why people think you are crazy . . lol just kidding

The KT-74 might be a good choice - you might get something back for your KT-76A. I like the King better than the Trig since you have the direct enter number buttons for your squawk code. $2575 at gca.aero http://www.bendixking.com/Trade-Up/Qualifying-Products#intro

You went from the 1960's to 2020 in one upgrade - very nice!

Sounds like the KC 192 Computer needs to be bench tested

That mooneyevents link shows 64 GX (G-1000) Ovations built in 2005 and 20 GX Bravos, so that's 84 G-1000 airplanes with STEC autopilots built in '05. I think some of the Mooneys in 2006 were with the GFC700 autopilots. I believe all Mooneys in 2007 were all Garmin GFC700 autopilots. I think production ceased in 2009. http://www.controller.com/listings/aircraft/for-sale/1431081/2009-mooney-acclaim-type-s

Thanks for the kind words. I agree completely that the best responses would be from those that have experience with both.

The good news is that you found it on the ground and didn't have the elevator ice over in flight.

Thanks!!

Even though Spruce has the wrong picture, the one you need for the Gill has the "-S2" suffix at the end of the part number, https://www.aircraftspruce.com/catalog/elpages/batteryminder11-14347.php

A batteryminder is always a good idea whether its going to be sitting awhile or not. It keeps some activity going in the battery which extends the life.

STEC later combined with Chelton, which became Cobham, which is now Genesys. Meggitt may have been in there too at some point, but I think the STEC which supplied autopilots 10+ years ago is way too far removed from this problem to care about a solution.

I realize that by answering this question I may be taking the bait and the trap may spring shut at any moment but here goes . . . The Aspen decision was made by the previous owner in a complete panel upgrade he did to replace the always failing Moritz engine gauges with the reliable JPI 930. Honestly I was skeptical about the Aspens and asking the same question at first. I had very little time behind the G500/600 and no time behind the Aspens. But after flying for a year and a half behind the Aspens I wouldn't hesitate to make the same decision he did. The Aspen menus are more intuitive, the ways that you can set up the screens more flexible. It may look smaller, but the resolution is sharp and I have never had a problem reading anything on the screens. It is a very well designed system. I'm sure the G500/600 is well designed too but now after flying with the Aspens, in my opinion, I think you get more flexibility for the installed cost. Here's an intro video: https://www.youtube.com/watch?v=QmwoyeQXWlo Regarding the Avidyne decison, I was the one who replaced the Garmin 530W and 430W with the Avidyne 540/440. The Garmins were 15 years old and nothing lasts forever. For virtually no install labor cost I have a huge leap in technology and ease of use. By the time I sold my 530/430 last year the total upgrade cost was less than $10000. Of course adding the AXP 340 ADS-B-out transponder was in addition to that. I am still learning new things that make it much easier. I had nothing against the 530/430 but I continue to marvel at the 540/440. When I was deciding on what to put in the TLS that I bought recently, the decision was easy - I put a 540 in. In time if Avidyne offers a reasonable upgrade, I'll pull that out for a 550. Their upcoming 10.2 software with free synthetic vision and their IFD100 iPad app is a game changer and leapfrogs them well ahead of the GTN series, in my opinion. They listen to the customer and implement changes that make sense for real world flying. For informed potential prospects for N312D this upgrade would be a huge plus over having a Garmin 530/430. If ypu are still in doubt, spend an hour here: https://www.youtube.com/watch?v=xXvMS0prgXg&feature=youtu.be I would appreciate only responses to this from people who have spent time flying behind Aspens and Avidynes. Anything else is theory . .

Where are you finding an Ovation that flies 200-230 kts? People who fly them usually flight plan for 180 kts or less.