larryb

Not all the GDL 69A's will take the new packages. I found a few press releases at the end of 2014 discussing the new receivers. If yours is older than that, it would be legacy. Check the P/N on the unit. The newer models are called "GDL 69A SXM." https://static.garmin.com/pumac/190-00355-12_A.pdf

With the newer SXM receivers you can get very good weather for $30/month. The legacy XM-only receivers must use much more expensive packages. The GDL52R will receive the newer cheaper packages. Some newer GDL69's can receive the SXM packages, but many are legacy XM-only. I'm not sure how to tell the difference on the GDL69. For $30 extra a month I like having both XM and ADSB. https://www.siriusxm.com/sxmaviation#:~:text=SiriusXM vs.,-ADS‑B&text=Choose satellite weather for twice,you use ADS-B weather.&text=SiriusXM Aviation service covers all,taking off%2C cruising to landing.

For the G3 you want the GDL52R not the GDL69. The GDL69 is what you want if you want to display on the G500Txi or GTN.

I have an aspen and KAS297/KFC150. There is no talking between the two. But really not a big deal. It is nice having a dedicated unit for quick entry.

I think mine is fine. But the system is complicated for sure. It uses a leg of the airspeed safety switch to go to high power when flying. When on the ground heat is reduced to keep it from burning up.

One thing I like about the Encore is the 140 kt gear extension speed. That, along with the speedbrakes, is very handy on a lot of approaches and airports. What would happen with the J bar if you extended the gear at that speed? I guess nobody knows because none of the J bar aircraft have a limit that high. Slowing down my J was always a problem. But never a problem with the Encore.

Am I the only one that likes the electric gear?

Whatever you do you want O2 to be cheap and easy, not expensive and difficult. You don’t want the expense and difficulty to factor in flight planning. At least, I don’t. One trip to the FBO to incompletely fill my little portable for $35 and I bought a transfill setup. Then I bought the O2D2 and never looked back. I use it every single flight.

Mine has the heater on the whole vane. Your pic looks like it has only the left 20% covered. I’ll take a pic next time at the hangar. To me your looks partially damaged.

Another consideration is the airports and FBOs. Since the Mooney doesn’t burn that much fuel I like mid size airports with a good FBO, rental cars available and maintenance if I need it. Of course I stay away from $7 gas but I don’t search out the cheapest gas either.

Just fly 10,000 feet above the ground and all that uncomfortable air goes away.

My longest day was 1500 nm, 10 hours flying time and two fuel stops. That included a 150 nm detour around a line of thunderstorms. Up state New York to Colorado Springs.

I agree it should be. My MSC doesn’t do it. I posted it here a year or so ago and for many others it does not seem to be done regularly either. It appears to be something you have to ask for.

Just remember to lubricate them every year or ask your mechanic to do it. That lubrication is generally not done automatically at annual unless you ask for it.

IMO one should not ask a question like this when it is likely to get an answer you don’t like. Why did the MSC need to make an issue out of this?

In my J it was 12,500. In my K it's 12,500 for short trips, and 17,500 for trips > 2 hours. Unless the winds aloft are really against me or there are clouds I want to stay out of I'll go for altitude every time. The air is cooler, the ride is smoother, the traffic is less, terrain clearance is not an issue, glide range is better. One just needs a good O2 setup so that O2 usage is not a factor.

How would the speed brakes know where the vacuum was coming from? Hopefully they didn’t disable your system in any way.

Why does he think it is the pot?

Why do you think it is the pot and not the transistor? You could probably just measure it with a meter. Usually the wiper goes bad but you can measure across the outside terminals to find the value. Or take it apart and read the printing on the part. Any pot with a similar value would work.

Tested several samples to 700 lb which is the limit of the scale I bought. Two ABS samples failed right at 700 lb. the PETG samples failed somewhere above 700 lb.

I use both a 796 and iPad. The 796 is panel docked on the co-pilot side. My wife likes to play with it, considers it "her" gps. For me, it's just a backup. One primary reason I put it in was at the time it was the XM weather and audio receiver with the GXM40 antenna. But I had trouble with that internal antenna getting a consistent XM signal and finally got rid of the GXM40 in favor of the GDL52R, remote mounted in the tail, and connected to an external XM antenna. With the GXM40, the XM audio passes through the 796. But with the GDL52R the audio is connected directly from the GDL52R to the audio panel, bypassing the 796. So now I don't really need the 796 anymore. With the GDL52R I get ADSB and SXM. I also get ADSB from the GTX345. So dual ADSB receivers and a single SXM receiver. All displayed on both the iPad and 796.

Tested 3 configurations to 600 lb today. The test fixture started failing before the seat rail mount did. The mount showed no distress. The limit of my scale is 660 lb, so I may just consider this good. The load rating on the stainless steel shackle is also 600lb. The purpose of this project is to keep the baggage in the baggage compartment in case of severe turbulence or a forced landing. There are 4 seat rail mounts, good to a combined 2400+ lb. And the two upper net mounts are the rear shoulder harness attach points. No idea what they would support, but I expect it is a good amount.

7 full months and maybe they did 3 weeks worth of work? Now is the time for daily in person visits.

My understanding is that at an FBO servicing oxygen is an A&P task. So you will pay A&P rates.