Gary0747

if one does not want to do LPV approaches and pay the $800+ per year for the data bases can a 430W be installed to get the WAAS reciever but only purchase the non LPV databases for a significant annual subscription savings?

How frequent do you replace oil and fuel line hoses?

You missed my point on the CG. The shorter body C and E is easier to end up loaded out of the CG limits and this is really the main reasion that it was not able to be certified with the higher gross weight and payload that the 201 and F were certified at. The extra length adds very little weight to the airplane but does allow the approximate 165 pound increase in max gross weight. The difference in empty weight between an E and an F is a mere 22 pounds. Yes for a quick $100 hamburger trip with two people the E is potentially the winner but for a time sensitive longer trip with more than two people I prefer my F station wagon.

The payload difference amounts to the equlivant of 25 gallons of gas any way you want to look at it. The bladders simply add weight and reduce payload further. The weight difference also has to do with the weight distributions being much more centered on the F and 201 it is not a quirk it is part of certification. The E is much easier to end up off CG. I have every 201 mod there is on my F and perfect rigging. I have raced and beat a 1978 201. So lets say we race from Phoenix to Michigan standard tanks or Extended tanks. I do not have those but you can actually turn the outside bay into another tank to make use of the full payload.

If it is a distance race the F beats the E hands down. More gas stops. Less payload for the E.

F vs J ? Only in the F can you get the simplicity, reliability and low maintence of manual gear. Also a strong metal cowl versus the fiberglass cowl that often requires repair. An upgraded F with a new panel is a hard value to beat.

Can anyone tell uf he landed gear up or down in the tall grass?

Does anybody know about the Navworx apparent change in ADSB models of their transciver? They did make a model ADS600-BG that had a TSO-C145c certified WAAS GPS. They now do not appear to offer that model just a model ADS600-B which the claim meets the 2020 mandate. It is significantly cheaper. Did the regulation requirements change this year?

Yes if you order it with the ARNC communication option it will interface with both the 430 and Aspen and Garmin 480. For some reason it can not interface with the Garmin 650 yet. Not sure why unless it is one of Garmins little tricks to keep users tied to only their products. My Navworx works great with Wing X and I am part of a Beta test group for an upcomng FlyQ release that will work with Navworx. The Navworks website lists all the other software and displays it is compatable with.

Did it working with my IA so the cost was minimal. Very simple install. Jusy mounted the unit remotely on the rear wall of the hat shelf. Antennas for GPS and UAT. Power wires to unit. One indicator light for the pannel. Their Transmon connector that simply clamps around the coax out of my mode C transpomder plus simple three wire hook up to wifi module that gets attached to the hat shelf near the unit. RS 232 port and three wire hook up for programing the unit with your PC. And thats it.

Just got the Navworx ADS 600 BG with the certified WAAS installed. I am quite happy with it. It is the easiest install and does not tie you to the Garmin only equipment and software. The external antenna for In and Out is a big improvement over the Dual 170 Portable ADSB reciever I have been running.

Anybody considered NavWorx or L3 (not yet released) as a viable alternative? I also wonder why Sarasota Avionics advertise the Freeflight XVR as primarily a VFR unit?

How old is it and is it the latest model? Did you find a better system?