Marauder

If we talk, I can help you understand the pros and cons of the 46.5k F. You’ll hear a lot of us talk about the mission. A 1.5 hour flight hand flown is fine, but if you begin stretching those flights out to 3 or 4 hours, an autopilot is a highly desired requirement. You should also pay attention to the condition of everything in the plane you are considering. Living with some minor defects is okay, but some missed items can sour you pretty quickly. There are several owners who ended up with significant issues with a recently acquired plane. Don’t be one of those guys. [emoji6] Sent from my iPad using Tapatalk Pro

I have always completed it with the number of hours flown at the time I completed the form. Sometimes things change and although I may intended on flying my usual 10 hours per month, I end up flying half or twice as much. Sent from my iPad using Tapatalk Pro

I looked at both MSDS for these products. Both products are approaching the treatment using petroleum distillates. I think the questions I would ask are: 1) Does one product have a longer treatment period? In other words, how long between treatments is required? 2) Cost per application against the required treatment period? 3) Any limitations or restrictions on usage? Is it safe on everything that touches? 4) What are the flowability characteristics? It is useless if it can’t be misted into areas that can’t be seen. Sent from my iPad using Tapatalk Pro

Of course it does! Sent from my iPad using Tapatalk Pro

Nathan - there are a number of F owners who are a lot larger than you (me being one). Size won’t be an issue. I think since you have a plane in mind, maybe find one or two F owners to help you assess it and prepare you for what to look for. Airplanes of this age group as you have already seen are all over the spectrum when it comes to condition. As a 28 year F model owner, I would certainly share what I know. PM me if you like to talk Fs. Sent from my iPad using Tapatalk Pro

And retired... Sent from my iPad using Tapatalk Pro

Yep, that’s what he did. Sent from my iPad using Tapatalk Pro

I missed the second one. Sent from my iPad using Tapatalk Pro

Dan - your Bravo will have the calipers flipped and it should be pretty easy to see your pad conditions. Here is what you are looking for. You’re looking for the thickness of the things with red dots on them (I put red dots on my photo). I hope this brake thing isn’t spreading like the measles. I am close to calling my brakes back to normal. Still had to do some more bleeding to stiffen them up some. Sent from my iPad using Tapatalk Pro

That G5 sitting at 18,860 may be another violation. Isn’t the tolerance at 29.92 closer than 140 feet at that altitude? And if they did go to 21,000 most IFR certs go to 20k. Wonder if his was certified for higher. What a bunch of nit pickers we are. [emoji1787] Sent from my iPad using Tapatalk Pro

It comes down to numbers. Don was asking about the GFC 600 for the Bravo. What is the entire M sold base? 300 maybe 400 planes? How many of those 300 planes will buy the GFC 600? GFC 500 for the Cessna 172. Over 44,000 sold. Even if only 5% bought the GFC 500 and every Bravo owner bought the GFC 600 it would a 3:1 ROI for the 500. I know where I would spend my certification dollars if I were Garmin. And don’t forget the downstream effect, selling 2,200 GFC 500s is a lot more business for the avionics shops than 300 GFC 600 installs. Sent from my iPad using Tapatalk Pro

I’ve flown behind the original Aspen Pro 2000 for the past 6 years. Had the SVT & AoA added in last year. You will never notice the “jumpiness” unless you are flying the SVT. And to be quite honest, for an east coast flyer, SVT is pretty useless. When flying in the regular mode, you will not notice any jumpiness. As for the red X, I do find it funny that people point this out as a problem. Or as an instrument problem. It is not an instrument problem. It is a failure to turn on the pitot heat problem. I see the red X as a “hey stupid” reminder to turn on the pitot heat that you should probably have had on already. In the 6 years of flying, I have not seen the infamous red X. Then again, I remember to turn on the pitot heat. Where I will agree with you on is making an informed decision. Each of these systems have benefits and drawbacks. Selecting the correct one for your flight needs and budget is the challenge. Sent from my iPad using Tapatalk Pro

“It’s all cool dude!” Sent from my iPad using Tapatalk Pro

Are the PAR 46 last generation lights? Sent from my iPad using Tapatalk Pro

This conversation is bringing back some memories from 2012. I was installing my first GPS, a GTN 650 and the conversation went something like this: “Wow! $9500 plus installation for a Garmin 650! That seems like a lot. What kind of indicator comes with it?” “None, that’s extra.” “What?! Can I reuse my Bendix King CDI?” “No, it won’t support the GPS function.” “What will work with it?” “A GI-106.” “How much is that?” “$2000 plus installation.” “Just for a CDI?” “Yep.” This is how you get snowballed into this. RUN MCMOONEY RUN! Sent from my iPad using Tapatalk Pro

That was probably the straight and level flight test. [emoji6] Sent from my iPad using Tapatalk Pro

BTW - how did the intercom work out? Sent from my iPad using Tapatalk Pro

What I have seen with my Garmin units is that if the failure was considered a safety issue they would issue a service note and it would be covered. Can’t recall how it is worded in the title of the service note, but one version of these service note (TSO/STC in the title) is stuff they would cover under an extended warranty while the other type of service note is considered an enhancement. A good example for me was the open squelch issue on the 650 I have. There was one, possibly two, firmware updates they did for free. But when I wanted version 6.50 with visual approaches, etc., that cost me. I would just keep good records on the date of first occurrence, what was the issue and what was done to correct it. At least that way you have a historical record and if it happens again, you could argue this was an ongoing issue that should be covered under extended warranty. Sent from my iPad using Tapatalk Pro

Hmmm. Seems to be working again. Sent from my iPad using Tapatalk Pro

Nice thing about YouTube is if you keep the video up, it stays alive. Don’t see any O2 here. Or there. Love that “I’m busted look”. Sent from my iPad using Tapatalk Pro

That help? [emoji1787] Sent from my iPad using Tapatalk Pro

New is good. Old is bad. Sent from my iPad using Tapatalk Pro

Paul quoting the regs must have been the last straw. Funny he even acts like Jerry when someone points out his stupidity. “PULL THE VIDEO”. Sent from my iPad using Tapatalk Pro

I guess he didn’t have his breather tube on when he did this in 2016. http://www.kathrynsreport.com/2018/08/velocity-xl-rg-n84kj-accident-occurred.html https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20161206X41447&key=1 BTW - near the end of the video they pan the cockpit. I don’t see ANY oxygen apparatus for either the pilot or passenger. Sent from my iPad using Tapatalk Pro

Looks like Jerry W has a twin brother. Sent from my iPad using Tapatalk Pro