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Does the GTX345 ADS-B transponder offer any functionality that is not available in the transponder feature in the newer GNX375? Likewise is there any transponder/ADS-B feature in the GNX375 that isn't available in the GTX345?

Z06, these are some great details - thank you. It's not my intention to become an expert, rather to have a solid working understanding of the basics. I'll probably have more questions as I get further into this. Thanks again.

Thanks for the feedback!

Really appreciate all of the feedback - reference documents are very informative resources. Thanks very much! PS - Martin, really sad that I missed your LOP seminar at OSH. Is this something that you will be posting on your youtube channel?

I've pulled my airspeed indicator intending to have it calibrated and the dial repainted. Turns out it was manufactured by UMA - I was not familiar with this manufacturer. Any pireps on this company? Is there an airspeed instrument that is considered the best of breed? Thanks!

Very helpful explanation and the AIM document is perfect (I have yet to read through it). Do I understand correctly that through this interface multiple devices can receive the same data? Thanks

The ARINC 429 interface seems to be an important component of any modern panel, thus the presence of the Garmin GAD 29B. I'm interested in understanding more about how this interface works, where it is typically used and what functionality it provides. I'm sure we have plenty of gurus here so...

Very interesting suggestions... let me provide one additional piece of information. On my plane the "V" port is not connected to anything, nor is it plugged - just an open port. If it is supposed to measure static pressure is it intended to tie into the static circuit or at least have a filter?

On older aircraft with fuel flow gauges that are actually pressure gauges there are typically two ports, "P" & "V". I am assuming that the P port is the pressure port, but not sure what the purpose of the other port is?

My existing antennas are old style, bare metal, without the fiberglass protective fairing. As such they do not anchor very well because they use only a single attachment point.

I stopped by the APS booth at OSH last month and took a firsthand look at their discs. They look to be high quality; equivalent to the Clevelands. Of course they promote the corrosion resistant finish too. One suggestion: check eBay for surplus NOS parts. I have purchased a few new Cleveland...

Oh yeah, what was my question... almost forgot. Very simple, I am replacing two comm antenna, one on the top and one on the bottom of the fuselage (not much ground clearance thus the L-shape). Just trying to understand if there is really any difference in what is available on the market. Also...

I am always amazed at where my innocent and simple questions lead this crowd - interesting reading for sure! By the way, thanks for the helpful responses to my OP.

...and have a very cool classic airplane

The person to talk to is David Lowe... davidlowe.c140@gmail.com

What is the real performance difference, if any, between the different models of comm antenna? Do the low profile antenna designs - those with the bent element - sacrifice any performance? Can any available models be tuned to optimize SWR? Thanks for any feedback!

I agree that American Propeller is a reputable outfit, so I place some degree of trust in their evaluation. It is not uncommon to find a good used prop on eBay for $5K or less. There is risk and reward with each option.

Hi David... sorry but another POA friend asked me the same question a few months ago. I sold the unit to him. --Rob

It doesn't get more clear than that. Thanks for the feedback!

One follow-on question: is a panel mounted clock required to be IFR legal?