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Since my old thread turned into a Garmin bashing I thought I'd start a new thread to show off the panel. still working the bugs out but i should be flying this weekend. I just need to get the eight ball throttle control and the fuzzy dice and i am all set.

I use teflon tape from Spruce. It has held up very well and does the trick. Sent from my iPad using Tapatalk HD

1) deHavilland DHC-2 Beaver on Amphibs 2) American Champion Super Decathlon 3) Cessna Citation CJ3+ (or whatever is the biggest single pilot Citation I can get) 4) Grumman Widgeon 5) Pilatus PC-12

The Lake is an amazing, unique aircraft. There's nothing else in the certified airframe world like it. I've got about 600h on mine, have flown it throughout Canada's North into some spectacular places only accessible by air, have spent many a happy hour with my wife or with my kids at anchor on some northern lakes and rivers fishing to our hearts content, and I've also taken it into the urban jungles of Toronto, Montreal, Boston, Washington DC, etc like it belonged there. All airplanes are compromises, but the Lake manages to hit a sweet spot for those whose mission profile is getting out of town to a beach or cottage on a lake for a few days, and then back to civilization. Sure, conventional floats are easier to dock than a Buc, but they are kind of ungainly maneuvering on the water under power, especially with a little crosswind. Conventional amphib float-equipped aircraft can land on a strip, but they do it awkwardly and with a significant hit on both payload and performance. In contrast, the Buc lets you operate like a retractable gear aircraft when that's what's required, and like a powerboat when you are on the water. That said, there's a few oddities about the aircraft. It loads through the split windshield which IMHO is an improvement over a single door Mooney, but it's still not a Cessna in that regard. The seating - close to the floor - will be familiar to a Mooney pilot. The pylon engine, pusher arrangement is brilliant and gets you off the water like a charm, but it does add considerable drag to the airframe once you are in the cruise mode of flight. The IO-360 in a Buc gets you about 100 kta on 10-12 gph....much less than what you get in a Mooney with the same engine. In an emergency engine-out situation, the guide ratio is terrible - look down - that's where you're landing, but the amphib capability means that everything is pretty much a runway in a pinch. Some attention is required on and off "the step" during takeoff and landing to ensure that you don't 'porpoise' off the swells, but handling on the water below flying speeds is brilliant - it seriously drives like a boat. Maintenance is a bit expensive if you are operating off strip, where some wear and tear is inevitable. Like Mooney, the Lake factory is in mothballs, but parts supplies are very good and there are a network of 'Lake Masters' who provide excellent factory-trained service, and an excellent on-line community of Lake owners who are free with opinions and advice. Won't ever regret jumpin' in a Lake.

Obviously the Mooney, they can't be beat. Beech Staggerwing, they're beautiful. Something for fishing--amphib or floats. Lake sounds good, Grumman Goose to bring the whole house along? A long-distance traveling machine--John Green has me thinking Aerostar. Will Hondajets be available anytime soon? Maybe a warbird [P-40, F4U]? Something exciting. Darn, I just noticed there's nothing on my list with a parachute . . . Sure am glad money, hangar and runway are provided!!

I've got a Mooney and a Lake Buccaneer, so 2 of 5 are covered...the others would be: 3. A Pilatus PC-12NG for taking the family and all their stuff around in style; 4. A Husky with big wheels, floats and skis for solo trips into the back of beyond; 5. And I was going to say a PBY Catalina, but it's 21' tall, so you've left me with no choice but to go with the G-21 Antilles "Super- Goose" (a modern build, composite, twin-turbine powered remake of the classic Grumman) which will just get in the door.

Mooney 20F my current plane short trips <200NM Eclipse 500 jet long cross country flights >200NM P-51 mustang funnnnnn!!! Lake Buccaneer to go fishing Steerman low and slow funnnnnn!!! I think that would take care of most items I need.

Having a gear up, getting a nonrenewal on insurance and having the FAA say, it might have been a mechanical issue but you need to do a 709 anyway...very emotional time. I took the 709 ride and had no trouble with it. But I put away my instrument books and broke out the private study guides and PTS and worked for a couple of weeks studying. I flew in a Piper Arrow 3 to 4 times to make sure I was up to speed on systems, procedures and checklists. The take away is this. If you can get out of a 709 do so. On this ride there are three outcomes possible: pass, you get to keep your license, fail but they think some remediation would help so you go work with an instructor and retest, and fail the FAA takes your license and walks away. Its there call. With that said you are supposed to also be able to request training instead of a checkride....my inspector said no. Whatever plane you use, an A&P FAA Inspector will check the plane and logs and it is a bit more detailed than a normal private pilot log check. So what did I see a special areas? Checklists. While I use checklists and GUMPS and have over 50 hours in instrument time in preparation for the instrument checkride, it is still not to the level the FAA wants you to reach. Example: We all know "gear wont come down" procedures cold....at least I do...I can recite the book....no good....FAA says you have to pull out the checklist and use it ...not just memory....also we all know what to do on climb out...I know I don't use a written checklist at this time....no good. Once I climbed out to a cruise level they expect me to check my checklist so that I did everything to that point I should have.....so have all your checklist handy and use them at all stages..granted there are times we must use memory but afterward we need to check out work... Know the PTS special emphasis areas cold..They were covered...all of them. The flight itself was anti-climatic. twice around the pattern with stop and gos and we were done. Ride was critiqued but it was over. The FAA examiner as an individual did not want me to fail and did not want to spend any more time needed to get through the areas she needed to cover. Have the right attitude and work very hard to cooperate with the FAA examiner....they know how we feel and seem a bit guarded until you let them know you are taking this as a learning experience and are a capable pilot. What else can I share. I had the option of keeping my plane and having it repaired or totalling it. My insurance company could not guarantee I would be renewed so I totaled it. They did send me a nonrenewal and at the time no one would insure me. Since then I found rental insurance and believe I will be able to get owners insurance but I am not 100% sure yet. My private pilot instructor, MayCay Beeler at KGSO was a tremendous support when I felt like throwing in the towel as was my IFR instructor Bill Schwabenton. They made sure I remembered that I was a good pilot and reminded me of the time and investment I had in flying. The other people at TAA Flight Training bent over backwards to make sure I had a plane to do the 709 and were very supportive from the owner to the desk folks. The community of aviation is why I am still flying....There are jerks and others who believe they know it all but for the most part aviators on this board and others and those in my community cheered me on....Thank you all. If anyone has any other questions or reads this later and wants to reach out to get more information please don't hesitate.

Man! I just hate these kind of guys! Using common sense!

My panel is as tall as my engine.... If I were to lower my panel, I would be looking at the backside of an IO550... Which isn't bad as far as backsides go! Best regards, -a-

I have never gotten a quote from Avemco that was even close to being realistic and wasn't double of the closest competitor. How do they stay in business?