toto

I certainly wouldn't want a tablet to be the *only* source of this data. My tablet typically has a third copy of approach plates. It's a handy reference, but not critical. (I usually have a paper copy of the most likely approaches.)

Right, my concern is having this available in an emergency - where workload is high, and any required setup steps draw attention away from flying the plane. It's interesting to hear how people use these apps. I basically use a tablet for flight planning and approach plates, and it doesn't leave my flight bag on a VFR flight. I like having a semi-permanently mounted (e.g., in an Airgizmos dock) device in the cockpit that's always powered up and always showing something relevant in the event that I need it. Something that's battery powered and doesn't depend on any outside nav source. Historically for me that has always been a dedicated aviation gadget. I've seen more and more people over the last five years or so using a general-purpose tablet in the same semi-permanent context, and they seem really happy with that setup. Using a $200-800 tablet certainly sounds more cost-effective than a dedicated device that's twice as expensive and does 1/10th as much, but there are obviously some tradeoffs. The "start an aviation app when powered up" thing is my first mental hurdle, but there's also a lot of other tablet silliness that I've never seen in a dedicated device. Apps crashing randomly, shutting down because it gets too hot, touchscreen UIs that weren't really designed for turbulence, etc. But it sounds like the benefits outweigh the consequences for most.

Well, that's my whole concern. If I'm using a tablet for navigation or attitude reference, I'm in trouble. And the way I'm thinking about this is: "that which can happen - will." With the dedicated device, you've got a lot of information at your disposal even if your series of mistakes included missing a checklist item. If there's a way to auto-start the aviation app, every time the device is powered on, then you could mitigate the effects of at least that one mistake.

Curious what solutions people have come up with for this... I've owned a variety of dedicated aviation handheld devices, including panel-mounted G* devices like a 696 and an Aera. I've also used a number of different mobile apps on iOS and Android. The mobile apps are getting advanced enough that their functionality may well eclipse the dedicated devices (at least arguably), but the thing I can't get around is that you're using a general-purpose device for a very specialized purpose. So if I have, say, an iPad mounted in the cockpit, but I forget to open an aviation app, it's a terrible emergency backup. In the worst-case scenario where I'm IMC and the entire panel disappeared, I'd have to unlock the thing, navigate to the app, open it, wait for initialization, etc. All while bouncing around in the soup. But the dedicated device would have powered up with the master switch, and even if I didn't touch it at all, it's got satellites locked, synced with an ADS-B in source, and displayed a very helpful moving map (maybe even with some synthetic vision or an AHRS-based attitude reference). That's pretty helpful stuff. For those who strongly prefer a general-purpose iOS or Android device as a backup heading/attitude/nav reference, how do you make sure you've got it when you need it? Does the app init sequence just become a mandatory checklist item? Or is there a nice way of forcing an aviation app to launch at device startup, so it's always locked and loaded?

He'd still have to buy the radio stack. A 750 and a second nav/com would be at least $20k plus installation. (A 750+650 combo would be more like 30k plus install.)

This has been widely discussed before, but I've always found Mike Busch's description of reman engines interesting: Now, when TCM or Lycoming builds up a factory rebuilt engine (colloquially but incorrectly referred to as a "factory reman"), it pulls some "anonymous" case halves from one pile, an "anonymous" crankshaft from another pile, and so forth. When the engine is completely assembled, it gets a new data plate, a new serial number, and a new logbook. The logbook starts out at zero time-in-service. Why zero? Because there's no other reasonable figure to put in the logbook. The case halves are certainly not zero-time, but there's no record of how much time they've accrued. The crankshaft may not be new, but there's no record of how much time is on the crank, either. And so on. In short, the "zero-time" logbook that comes with a factory rebuilt engine in no way implies that the engine is "newer" or "better" than a field overhaul. All it implies is that the reused components in the engine are of unknown heritage...nobody knows how long they were in service prior to the time then were cleaned up, inspected, and reused in your engine! https://www.avweb.com/news/maint/182849-1.html

I haven't done an accelerated course myself, but I know pilots who have had very good experiences with GATTS in Manhattan, Kansas. GATTS has a 3-day CPL course.

I've been holding my breath for the Dynon product (SkyView HDX), but honestly at this point I just love seeing competition in the non-TSO MFD/PFD space. BK is a bigger name than Dynon in the certified market (albeit one with seriously deteriorated credibility), and inches us a bit closer to the G3X certified announcement that I keep daydreaming about.

Yep. I was taught this maneuver during primary training, and my instructor demonstrated it a couple of times as a way to descend out of inadvertent IMC. (The demonstration was in a Cessna 150.) I've never heard the term "benign spiral." Afaik this is meant to be a non-turning maneuver.

There's a guy running for mayor who intends to reopen Meigs Field. I don't follow Chicago politics, and I have no clue what his chances are, but it's interesting that someone thinks it's a good idea.

Thanks for posting this. Well worth a watch. I noticed that there is also a long-form version of this video with a full pilot interview. Pretty great stuff.

Always had good luck with DuPage. It's a bit of a hike from downtown, but no fees and reasonable fuel prices (especially at self-serve). It's also outside of the bravo airspace so you get direct routing and no delays. Re MDW, iirc you can buy 10 gallons of the $8.00 fuel to have a ($70?) ramp fee waived. Orange line into the city is awfully convenient.

Right, I understand. But 50%ish still seems crazy high to me. At least, if I interpret "engine failure" as something catastrophic and not fuel starvation or something otherwise easily avoidable. (It's hard to know whether a ran-out-of-gas pilot would describe the event as "engine failure.") Even here on MS, it's a pretty big day if someone has a catastrophic engine failure.

I just saw the below survey results in the AOPA SmartBrief.... Is it even remotely possible that 47.71% of pilots have experienced an in-flight engine failure? Have you ever experienced an engine failure while flying? No 52.29% Yes 47.71%

My very best experiences with ATC have been those dealing with unexpected weather. It really is as simple as saying "I don't like the looks of the radar returns ahead," and they'll often suggest an alternative heading (or accommodate a deviation that you suggest). ATC can be an amazing lifeline when the chips are down.

At some point in the recent past (I believe when the a/c was in the mx shop), my stall/gear horn stopped sounding. Before I take it back and ask them to fix it, is there anything simple or obvious that this might be? A common loose connector or something that I should look for? Tia for any words of wisdom.

No doubt that's the way to let them know we're out here. I signed up about 5 seconds after I heard about it Anyway, I was kidding about 2057. But I love the idea of a real disruptor in this space, and I think that Dynon has a relatively small window of opportunity. It's only a matter of time before Garmin significantly expands the GFC500 AML, and at that point it becomes a numbers game: "Do you want the TXi PFD/MFD/ADS-B/EIS/AP solution for $50k now, or do you want the Dynon equivalent for $25k in 18 months?" Frankly, I'd love to see Garmin get scared enough by Dynon to introduce a G3X-based system at price parity. But I'm not optimistic that that's going to happen, and I'm still eagerly awaiting every next word about HDX certification.

Yeah, I know. But they haven't started the certification process for any Mooney models, and it seems clear that we'll be no sooner than the third phase.

Nice SkyView demo in a new LSA: The certified retrofit unit probably won't be available until 2057 or so, when I will have given up and replaced my entire airplane with a giant flying Garmin logo. But it's still fun to dream.

I have had no problems updating GTN SD cards using flygarmin.com on a Mac.

I'm not a FF user either, but it definitely sounds like the database update feature is not supported. https://support.foreflight.com/hc/en-us/articles/115006594827-Will-I-be-able-to-use-ForeFlight-Mobile-to-wirelessly-update-the-Jeppesen-database-for-my-Garmin-avionics-using-Garmin-Concierge-Flight-Stream-510-?mobile_site=true (This question is about Jepp data but the answer clearly says that the database concierge whatever isn't available to FF users.)

@Utah_Pilot as a point of reference, Dick Karl from Flying magazine chronicled his path to a second career as a charter pilot after 40-odd years in medicine and after beating cancer himself. Yours is a dream that I suspect many of us have shared (at least in hangar-flying daydreams). And if a 70ish cancer survivor can fly 135, I can't imagine you won't have a path to 121 at 33.

Ooh, this is fun. @LANCECASPER do you have a resource for old Mooney print ads? Are they archived somewhere online? I spent about 60 seconds trying to Google it but didn't come up with much.

This has been available for a few weeks, but I just got an email announcing the feature today. I'm happy to see that there is now a free app option for displaying Garmin ADS-B (and AHRS) data. Always seemed absurd to have to pay for a Garmin Pilot (or ForeFlight) subscription just to display the data from your pricey new panel ornament. FltPlan Adds the Garmin® Connext™ System to its Connectivity Options FltPlan is pleased to announce the Garmin Connext System is now part of our growing list of connectivity options. Integration with Garmin Connext is available from the FltPlan Go app for iOS devices. Android compatibility is in development and is expected to be available soon. With compatible Garmin avionics, pilots can simply create a flight plan on FltPlan.com for transfer to the FltPlan Go app and into select avionics once they arrive at the aircraft. Flight plan transfer capability is available with Flight Stream 510 and Flight Stream 210–equipped aircraft using Garmin 650/750 and 430/530W Series avionics. In addition, flight plans can be transferred to the Garmin Pilot app from FltPlan Go iOS. FltPlan Go for iOS can receive and display ADS–B traffic, weather, AHRS, and GPS data from the following Garmin products: The integration with Garmin significantly expands connectivity options for FltPlan users, giving them even greater flexibility in choosing the system that works best for their budget and needs. Click here for a complete list of compatible products. Learn more about how to connect to Garmin with FltPlan Go.

Maybe @Eric W. Gray is still lurking in this thread? Eric, do you have any data on out-the-door costs for certified installs?