Marauder

I think he has the power to the control board plugged into the unswitched, normally on receptacle (the black power supply) and then has run the red wire to the green receptacle on the IoT which triggers the normally off receptacles.

I am convinced the name you referenced in your post is actually Peter Garmin in disguise. Peter Garmin, aka PTK is a well known Garmin junkie on this site who would spew all things Garmin. He was also a big BK fan for the KI-300/310. We suspected he was sitting in front of the BK warehouse waiting for the KI-256 gizmo to roll out the door until this m20k guy starting filling the Garmin junkie void. I ABSOLUTELY agree with you on the G3X Touch. Garmin clearly has a two fanged approach. The TXi for the deep pockets in the certified market and the G5 series to combat Aspen on the single PFD front. And as you suggested a single 7" could also be substituted to compete with the Aspen PFD. Introducing a midpoint product would cannibalize their TXi sales and it is doubtful would be enough of an incentive to move G5 owners up to it.

That looks like a lawnmower that had it's front wheels cutoff.

He’s a power hog! My Reid Turbo XP pulls 690 watts. Sent from my iPhone using Tapatalk Pro

For you, to turn on the espresso machine and hot tub. Sent from my iPad using Tapatalk Pro

Did you see if SB 208 was accomplished? That is one that I always look for. Sent from my iPad using Tapatalk Pro

Easy to see how easy this can get out of control, isn’t it? [emoji1787] Sent from my iPad using Tapatalk Pro

My point is that a pilot understand the limitation of the glass equipment they have and more importantly how to correct it. The red X on the Aspen was the FAA requirement since pitot information was part of the algorithm to determine attitude. If you look at the G1000 and the original G500 they all have a potential to go red X as well. That is why they all require a standby AI. Most G500s did not have the battery backup so if the power failed, you were on the standby instruments. As well, the G500 PFD cannot be ported over to the MFD like it can on an Aspen. The TXi has a version that can. So, in some ways, flying glass has risks if you don’t know the failure modes and what options you have available. When I fly with some owners who have glass cockpits, it is amazing how little some of them know how their systems operate in a failed state. Sent from my iPad using Tapatalk Pro

And there is a rumor that Pipers with a quadrant also used them but I was never able to locate one. Sent from my iPad using Tapatalk Pro

Ralph - it can be a user produced part. My mixture knob on my 75F detonated a couple of years back. A machine shop made one up for me in aluminum. If you can find a local machine shop, heck, even a trade school that does CNC machine training might be able to produce one. The knob you are looking for is unique to the 1974 F through the 1977 J models with the quadrant. Sent from my iPad using Tapatalk Pro

Mine can. I was able to get the antenna up high through a cable. Sent from my iPad using Tapatalk Pro

Well said Paul. My toes still tingle when I think about all of those years I flew IFR with a single AI and questionable partial panel skills due to lack of practice. When this glass technology became reality, I couldn’t make the jump fast enough. The ability to have a real failover backup strategy was a strong incentive. One dynamic with this glass technology should be mentioned. Partial panel in my plane has been replaced with new skill requirements — failure mode identification & action. In the old days of IFR, my scan included the vacuum gauge, the low vacuum warning light and the normal indicators of instrument failure (instrument crosschecks). Glass panels require an understanding of the failure mode and how to engage the failover properly. Using my Aspen as an example. There was a publicized YouTube video showing the infamous Aspen red X and claiming the failure of the Aspen. In fact, the Aspen didn’t fail. What failed was the pilot forgetting to turn on the pitot heat resulting in the red X. Aspen’s new Max product addresses this risk with a failover mode that now includes an AI with degraded performance. But if the pilot in the YouTube had understood the error message being displayed, they would have understood the cause of the failure and what needed to be done to correct it. My partial panel includes understanding how Aspen reversion works and the need to utilize the autopilot reversion switch if the AP remains engaged. In addition, if I were to experience a complete Aspen failure, I need to understand the process to migrate to the ESI-500 and the associated Nav capability. The iPad is just another tool in the toolbox that could be used in an emergency. My preference is stay with the panel mounted stuff because there is enough redundancy and the associated power to keep it operational. I am however entertaining the addition of a B&C standby alternator on my now naked vacuum pad. Sent from my iPad using Tapatalk Pro

As mentioned there are several different types of fuel selector/fuel sump units installed on our Mooneys. When you call Lasar, ask for Dan. There is a new guy there who has messed up a couple of seal orders for me. The part depicted in the picture below is called a Stat-O-Seal. May or may not be in your kit. Sent from my iPad using Tapatalk Pro

Just remember, when it comes to avionics, there is no such thing as a stupid pilot, only pilots who didn’t read the manual. [emoji1787] Sent from my iPad using Tapatalk Pro

A longer than normal time shouldn't be 90 minutes of flying. I remember the original Garmins from the early 1990s would take forever to locate you if the unit was turned on. "Forever" was never more than 15 minutes. If you have the 345 without the onboard GPS, the GPS is coming over from the GNS or GTN. Did you have any issues with it?

Hey! I've been in your plane! My plane does have studio grade sound! You make it back east yet?

You think my password "Iseefatpeople" can be hacked? Hope not.

The chains do help on ice and snow covered tarmacs. Not as much on wet. A nice sticky, soft rubber tire would be perfect.

They sell an electric version for 2.6 AMU.

Orionflt is an IA, so I would heed his advice. Not that this mechanic isn't good but if he has never worked on them before, how is he going to check pre-loads without the tool or stick on a story board if he is checking the rigging? I wouldn't let a shop without previous Mooney experience work on mine. Did that once and learned that I knew more about Mooneys than the mechanic. Not a good thing. I would post what part of the country you are in and someone will provide some recommendations on a shop.

How did he try? Asked you for your password outright?

Any reason he doesn't have a set? I would be a bit leery of having someone work on my Mooney who doesn't even have the service & parts manuals.

Looks like another lunchtime meet up is needed. How about we trade retirement planning for GoPro ops?

I had the same experience with my Lynx here. My first flight was around the Philly Bravo and I figured I spent enough time in the "zone" only to find out that I needed more time in it. The analyst who reviewed my data looked it over and passed me.

What's the delivery time?