Marauder

I agree with Larry. Your mechanic is probably lacking experience working with Swagelok compression fittings and oxygen supply lines. With an O2 system, you need to make sure the tubing and fittings are all oil free. As well, you need to make sure the compression fitting is made up correctly and leak free. It is really not difficult. You may find different fittings in the supply line you are working with. There may be a bulkhead fitting like this. Or T or quad fittings like this T fitting. Making up the fitting is pretty straightforward. You place the compression nut, backing ferrule and ferrule on the copper tube first. Then insert the tube fully into the fitting (bulkhead union, T or quad) and push the nut and ferrule up to the thread and tighten. Being careful not to overtighten. Sent from my iPad using Tapatalk Pro

I never have felt it freeze, yet I know it is below 10°F. Any idea what might be wrong? Sent from my iPad using Tapatalk Pro

Chances are any 201 glareshield you find will need extensive repair. A J owner I know replaced his J’s glareshield with an Ashby. He spent a fair amount of time on the fit before it was covered. Sent from my iPhone using Tapatalk Pro

Anthony must be in a witness protection program. I thought everyone knew where he was based. One day I may ask you to look up where I flew on FlightAware and you’ll know. [emoji6] Sent from my iPad using Tapatalk Pro

And BTW, I suspect they are all compression fittings. Take some pictures, a few of us have worked with compressed gases before. Sent from my iPad using Tapatalk Pro

Depending on the material, you can find it at various suppliers. If it is copper (suspect it will be less than 1/4”, probably 1/8”), Aircraft Spruce will sell it. https://www.aircraftspruce.com/catalog/mepages/coptubing.php?clickkey=4819 You will also need fittings they can be found here: https://www.aircraftspruce.com/search/search.php?s=Compression%20fittings If they used stainless steel, you can find them at Aircraft Spruce as well. Harder to work with as you will need bending guides, cutters and other fittings. Sent from my iPad using Tapatalk Pro

What material and dimension is it? Sent from my iPhone using Tapatalk Pro

Was able to get out yesterday. Little surprised to see the local refinery on fire. Fortunately no serious injuries. Sent from my iPhone using Tapatalk Pro

I looked on their site. https://callie-graphics.com/pages/custom-work Looks like their stuff is for RC airplanes. Has anyone found a company that makes metal ones like the original ones on our panels? Sent from my iPad using Tapatalk Pro

I’ve seen this error once as well. Sent from my iPad using Tapatalk Pro

Gotta love the math! Sent from my iPad using Tapatalk Pro

Hopefully it won’t go down the NavWorx path. Their issue was a non-compliant product that eventually led them to close their doors. If Garmin wins the patent lawsuit, how will it be resolved? Force them to pay a patent user fee. Put out an injunction preventing them from selling the product anymore? Sent from my iPad using Tapatalk Pro

Just another way to separate you from your cash. [emoji6] Noticed they are over $100 more expensive than the last gen. Sent from my iPad using Tapatalk Pro

At least you’re world isn’t completely upside down. [emoji1787] Sent from my iPad using Tapatalk Pro

I always have a little reservation about flying my plane if I haven’t flown for a few weeks. Like my flight yesterday. Plane has been down since January 12th waiting for the JPI 900 to get returned. I find that first flight after even a short stand-down a little stressful until I feel the rust come off. You would have enjoyed my flights in early 2013 when I tried to re-learn to fly my plane after an all glass upgrade. Didn’t realize how comfortable my rear seats are. [emoji1787] It took me a solid 10 hours to get comfortable flying a plane that I have owned since 1991. Sent from my iPad using Tapatalk Pro

You would think more modern digital autopilots driven by electronic AHRSs would be better. I think part of the challenge with the STEC is that it is roll based. I have been keeping in touch with a couple of owners who have the 3100 installed in Cessnas. What they are saying is encouraging. Sent from my iPad using Tapatalk Pro

Based on what I am seeing out there, I believe there is a sizable population of planes that have been “parked” for a variety of reasons. The turbo E guy who showed up last week on this site is a prime example. Life has a means to get in the way of flying. My airport and a host of others have a population of low to non-flying planes. Some of these owners have never mentally left their plane’s glory days and still believe the plane, with “a little TLC”, will be back to its former glory even though the plane hasn’t moved in years. There are others that have minimal hours on them annually, typically flown for the annual. Others are sitting because the owner was/is dealing with a health issue. Most of the aforementioned planes aren’t sitting for financial reasons. It’s just the pilot isn’t ready to let it go. And when that decision happens, it is usually due to their death or someone else making the decision to move the plane. There are some planes available out there because the owner took on too much. We have seen several of them on this forum. The challenge is how to make an assessment without getting caught up in a money pit. Here is a real life example. A Mooney owner purchased an early J model with 1,300 original hours on it. Agreed upon a price and then got surprised when the PPI turned into an annual (at the same MSC who annualed it for years) discovered that a minor oil leak turned out to be a cracked case. Because of the timing and a broker in the middle, the situation got ugly. The MSC took the high ground and agreed to do the engine swap for free. The owner got stuck for the cost of an engine (he elected to put in a factory new). The previous owner got a check. Sent from my iPad using Tapatalk Pro

The “rails” part is going to depend on your Century not the Aspen or other unit connected to it. I fly periodically with a J owner who has a Century AP and a Garmin G5. His Century AI indicator which is the attitude reference behind the Century has been problematic for him. As has his autotrim. Hopefully you will find some owners who have the combo you are looking for. If not here, check with BeechTalk or the Piper/Cessna forums where you may find other Century/Aspen combos. I fly behind an Aspen with an STEC 60-2. It flies on rails most of the time and the only challenging part is in moderate turbulence. And when it gets that bad, I’m hand flying anyways. Sent from my iPad using Tapatalk Pro

It makes me wonder how those insects that plague you during the summer manage to survive this weather?

Bladders. And despite their claims of 54.8 gallons useable, we can only get 26 per side. Sent from my iPad using Tapatalk Pro

You can’t. You are supposed to send it back to JPI. Sent from my iPad using Tapatalk Pro

Bill - I don’t think you can install a bladder system on a plane that has been modified with long range tanks. Check with Grigg’s. http://griggsaircraft.com/fabrication/mooney_bladders Sent from my iPad using Tapatalk Pro

Good eyes. It is set up to show the tach time - which for some reason was reset on mine. Need to have it reprogrammed. Sent from my iPad using Tapatalk Pro

Also it looks like one of the display lines is missing “W Rem”, the CHT and EGT highlight areas are different colors as is the color of the font and the bars themselves. They also are now showing the low/high ranges for some of the gauges (like the PSI for the fuel pressure). Sent from my iPad using Tapatalk Pro

I flew today with the new display. There is a noticeable difference between the old display and the new display. I suspect the new display is not the same display as the old one. In addition, it looks like a new firmware was added that changed the font sizes. My first clue was the display never reflected when I took a picture of it. This one does. See what you think... Sent from my iPad using Tapatalk Pro