rbp

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agreed, and my FF user waypoints for getting in/out of my home airport (which sits under the NYC 800 foot bravo shelf) transfer as USRxxxx I always use the GTN for procedures

unless you have an ADF, the LOM is always OTS of course I meant the FAF. regarding the navaid for the missed, you're correct of course maybe I'm old fashioned but bearing pointers on FAF and missed gives me a greater feeling of situational awareness

also, Im jealous -- I wish Garmin would let me put the 6-cyl graph on the EIS strip

on an ILS, I was taught to set one bearing pointer to the LOM and the other to the primary navigation source of the missed also, you don't show the approach chart overlayed on the RHS of the PFD?

one (tangential) thing to remember about using the G3X is that you can't add an IFR procedure on the G3X, only the GTN. So I am not sure if you select the approach into the iPad, and then upload to the G3X whether it will transfer the approach fixes to the GTN using the fix names (eg LIDAT) or USR001. someone should try this and report back.

I am no physicist, so correct me if Im missing something. but it seems to me that if there is heat in the turbo charger that is being dissipated during cool down, wouldnt it show up in the oil temperature? so once the oil temperature has stabilized, doesn’t that mean that everything that the oil is meant to be cooling has already been cooled?

@Ryan ORL why don’t the sources for the bearing a pointers show in the bottom left and right corners, like they do in mine?

it turns out that Sureflight in their infinite wisdom decided that “upgrade 100 to 200” did not include connecting the GPS and the gear wiring, since I had not told explicitly them to do so. I mean, yes, I didn’t explicitly tell them to do so. But why else would I want to upgrade?

Am I the only one who still tries the yoke trim first, realizes it doesn’t work, and then has to go for the wheel?

The PFD on the G3X has an AI not he top with vertical guidance bars on either side, and an HSI on the bottom with a CDI and two bearing pointers. You can't see the vertical guidance bars on the AI because they're not active. they are green diamonds on each side. the HSI shows the CDI in magenta, and two green bearing pointers. I don't find them very easy to see

its the same servo, and its the servo that's been flagged

but its easier to get a drinking straw in there than when its up high on the dash

yes, it was the 15A (bottom, now dark blue) fuse in the Y connector

after my flight yesterday, I decided to play around with this a little bit before shut down. as usual, I set the throttle to idle (650RPM) and the EGT on the hottest cylinder stabilized at 925 +/- 20F. so I bumped the power up, and as soon as the power came on, that EGT rose by 100F. So I set it back down to idle, and after about 15 seconds the EGT went back down. YMMV

"Expect our next update to confirm the availability of the Service Bulletin either the first or second week of January. " so "real soon now" ?!

I am not hearing the GPS callouts which makes me think my installer just replaced the 100 with the 200, and did nothing else. I haven't tried a gear up low approach, so I don't know if the gear sensor was attached either. is there a low airspeed threshold as well? meaning, when the plane is rolling out below, say, 40kts, should it mute the callouts?

I transfer the flight plan from my iPad to the GTN and it automatically crossbills to the G3X.

I have the same setup with the same reasoning, except I went with the GNC355 which has a 2d IFR GPS instead of VLOC. I'd have to have a GTN-750 failure during a GPS reception outage to be without an IFR GPS.

Caution wake turbulence! @Jmr324 (sorry, no preview with Imgur) https://imgur.com/a/eXszk3R

that's exactly what my son just wrote me!

A few weeks ago, I went to start up on battery #2 (#1 on odd numbered days, #2 on even), and it wouldn't crank. I talked with the shop about getting a new one, and he checked the logs and noticed that mine is 6 years old, and that it should be replaced after 5, so I planned to get some squawks dealt with and the battery replaced. In the meantime, I would fly on battery #1. Yesterday, I went to the hangar for a flight only to find that I had forgotten to plug the battery minder in. It had been 5 weeks since the last time I flew, and there had been a week of sub-freezing temps. When I went to start on #1, it wouldn't start, so double battery failure. Unfortunately, my home airport has no services, and nobody with an open hangar had ground power. When I plugged the first battery minder leg in, the little light didn't go on so it seems one of the legs was bad. A bit of swapping, and I was able to trace it to the minder, not in the in-airplane wiring. Popped open the fuse box only to find a blown fuse. Off to Home Depot and I left it overnight to charge. When I looked at it this morning, the little "full battery" icon was lit, so I felt sure that it would start on the good battery, and indeed it did. On the second flight, I started on the "bad" battery, no problem. It seems that the "bad" battery was not bad at all, it was just not getting charged because of a blown fuse on one leg. So now I am going to plug each leg into the minder separately (before plugging in the minder to shore power), to make sure that it has connectivity to the battery. Now I'm not sure if its time yet to replace the "bad" battery

I took the RHS course with Tim. he has a great essay on autos that covers this https://www.timtuckershelicopterworld.com/my-take-on-autorotations

NJ Pilots met up today for brunch at Sky Acres organized by @jrm356, and 4 out of 9 planes were Mooneys. Very nice to meet @Alan Fox in person! and the guy from PNE with the 65C (sorry I forgot your name). And Montalk Flying (205SS). Also added a few mooneys parked on the ramp

90 knots /90% in the r44 to stretch the glide