toto

I use the Apple Pencil to copy clearances in all cases, but I don’t use it for flight logging. I log flights in MyFlightBook, normally in the cockpit right after shutdown. And then I periodically backfill my paper logbook with all of the entries from MyFlightBook.

You can you turn on the GPS without turning on the cellular function. I never turn on the cellular function, because it seriously hurts my battery life. My opinion is that requiring a cellular iPad to get a GPS is primarily a sales gimmick to get people to spend an extra $150 on the cellular function. (I’m a person who buys the cellular iPad only for the GPS, and it’s a little bit maddening, since other manufacturers provide a GPS receiver with their wifi-only units.) But I like having fewer things bouncing around the cockpit, so I would rather spend the $150 on the cellular iPad than on something like a Bad Elf. I’m normally getting position from a GTX345, but I want the tablet to have a separate source in case the panel goes dark.

My biggest frustration with the Apple Pencil is its abysmal battery life. The pencil doesn’t work if it isn’t charged, and the charge lasts only a few hours. I have a Surface Pro with a stylus that uses a replaceable alkaline battery that lasts for about a year, and for my purposes it’s every bit as good as the Apple Pencil. The Apple Pencil is quite nice, and writes very well with zero lag. But the battery is terrible. (I haven’t used a new Pencil, I’m using the original - so the new one may be better..) Anyway, copying clearances or scribbling notes on a chart really is pretty easy. I just have to remember to charge the dang pencil so it’s there when I need it.

Usually one of three things: * Internal GPS if equipped (must be a “cellular” iPad to get the GPS) * Nav source from a panel-mount device (GTX 345 transponder is a common example) * Portable GPS like a Stratus or a Stratux (those do double duty as ADS-B receivers, but others like Bad Elf are just GPS units)

I have an iPad case with an Apple Pencil holder that keeps it visible and right next to the iPad on my knee. It still isn’t as easy as scribbling quickly on a piece of paper, but it’s close. And the cockpit is a little bit less cluttered since I have no paper, and I just have the one stylus instead of an array of pens that I used to have stuck in every possible location. The transition from giant leather Jepp binders full of approach plates to one little electronic gadget was such a massive improvement that I’m sure I’ll have a tablet sitting in my lap for the foreseeable future. So if I can use that tablet for other things (flight manual, checklists, scratchpad), it’s all gravy.

The phone briefers on Flight Service were actually really nice back in the day, because they were usually local and had very good knowledge of local conditions and procedures. But ever since the transition to an outsourced service, where you’re talking to someone in a far-away call center, it has had zero benefit vs self-briefing for me.

Nice. Much better

That's how I read the subject too. I was 100% sure that this was a "never using them again" message. But it's actually a nice pirep for what sounds like a good shop

I should probably double-check mine. Also have 2xG5 with GFC500 and no vacuum. But iirc it didn't save a huge amount of weight.

I tried

Yeah, my Archer payload is about 650 with full fuel.

Certainly possible. I'm just one (or, I guess, two) data points - in my case, the full-fuel payloads are about the same between the two aircraft. (That's assuming a 2900GW J.). I got the Mooney specifically to handle frequent cross-country trips that couldn't be done in the Archer without a stop.

The problem with the Archer isn’t the speed so much as the tank size. At 9gph, unless there’s a tail wind I’m stopping for fuel on a 500-mile trip, while the Mooney can do 500 miles without blinking, even in a moderate headwind, and have plenty of fuel to spare.

Yeah, dunno about the cruise speed. I see 110 knots even with speed mods like gap seals installed. (I’m talking about a regular <75% power setting, which is like 2525rpm at 8k.) The seating position of the Mooney is often described as “more like a Corvette” - your legs are out in front of you, the yoke is in your gut, and your seat back is often reclined. In the Piper, you’re basically sitting upright with the yoke above your knees.

I own an Archer and a J model Mooney. The Archer is a 110-knot cruiser and the Mooney is a 160-knot (ish) cruiser. If you’re just tooling around town, there’s no reason to sell the Archer. The Mooney costs more to maintain, more to insure, and it’s worse than the Piper at certain things. But it’s a *much* better cross-country airplane, and if you’re doing a 500-mile trip, you can be there before lunch in the Mooney but it might take two days in the Piper. You’ll have to stop for gas in the Piper, and it’s a very easy direct flight in the Mooney. The only way I could get my Archer to cruise at 128 knots would be to mount a JATO to the side. I file 110 and that’s usually pretty close. It does 9gph or a bit less ROP, versus the Mooney at 11gph or a bit less ROP. But the Mooney is 50 knots faster, so it will embarrass the Piper on miles per gallon. The Piper is better on grass, easier to load with its big cargo door at hip level, and the seating position is more natural for passengers than the Mooney. There is absolutely no contest if you’re looking for a traveling machine. The Mooney wins hands-down. But the speed isn’t much value for tooling around town, and the wow factor is pretty much non-existent (the average non-flyer couldn’t tell the difference between the two). Anyway, I have one of each and I’m happy to chat about the relative advantages. But my basic advice is to keep the Piper unless you’re planning on doing a lot of cross-country flights.

I’m mostly just sitting here eating popcorn, but as a part-time Piper flyer, I’ll note that a Super Cub and a Cherokee are very different aircraft

I don't mean to disparage the company or any of their efforts - but "fully STC'd" is a clear statement.

Frown. So this is just simply not true. "The EIS-42000D Electronic Ignition Kit is a fully STC'd kit to replace the Bendix single drive, dual magneto with a complete, DUAL ELECTRONIC ignition."

Is this about replacing both magnetos in an aircraft with separate mags? They announced the STC for Bendix dual mags some time ago, and it required a separate battery iirc. Their updates about the D3000 replacement have only been anticipated ship dates, with the STC already in hand. If they don’t actually have the STC yet, then :|

From the Electroair site: The EIS-42000DM Electronic Ignition Kit 4cyl EIS; Bendix Single Drive, Dual Mag $4,995.00 The EIS-42000D Electronic Ignition Kit is a fully STC'd kit to replace the Bendix single drive, dual magneto with a complete, DUAL ELECTRONIC ignition. The two ignition systems are completely independent of each other and do not have any common failure modes. Replacing the dual magneto with the EIS-42000D will typically improve fuel economy on average by 10-15% (many operators have reported consistent fuel savings of 1gph or greater). Additionally, there will be an improvement in horsepower, smoother engine operation, and improved high altitude performance. The EIS-42000D adjusts spark timing automatically by way of our MAP Sensor - timing is adjusted with altitude. This kit can be used on either 12V or 24V systems. Supplemental back-up power is required. Kit includes: all the required parts to replace one impulse coupled magneto in most 4cyl Lycoming, counter rotating engines installed on twin engine aircraft. (Please refer to the eligibility schedule to verify the system can be installed on your engine - Note: aircraft & engines are being added regularly). You will have to order two kits in order to completely convert a Twin Engine Aircraft – please verify whether or not your aircraft has counter rotating props to make sure you order the correct kit. Please call Electroair Tech Support if there are ANY questions. This kit eliminates A.D. Notes. eliminates repetitive inspections, and improves performance. Kit includes: all the required parts to replace the Bendix single drive, dual magneto used in some Lycoming engines. (Please refer to the eligibility schedule to verify the system can be installed on your engine - Note: engines are being added regularly). CORE CHARGE: $1,000.00; refundable upon return of good core removed from aircraft. For Distributor Information click here.

It’s already certified. The website is out of date in some places.

They’re in Higginsville, Missouri - it’s about an hour outside of Kansas City by car. They don’t have a website, and don’t really maintain any online presence, but as mentioned - have been in business for 40 years and they are an authorized Garmin installer etc. https://www.aopa.org/destinations/business/26571

Did you have recent work done there? I have a bid for some panel work but hasn’t been scheduled. Very interested to hear a pirep.

Assuming Electroair starts shipping, they do have an approved dual mag replacement. Last I heard they were threatening to ship in July. http://www.electroair.net/4cylignitionKit.html

Not sure what you’re thinking for a budget, but since you’ve got a few different manufacturers already in the panel it’s probably not a good candidate for Garmin. Lots of happy Aspen/Avidyne/JPI customers here. Seems like you’re on the right track. I’m kind of curious whether Avidyne will add more aircraft to the AML for the Vantage displays - might be a real competitor for the G3X. But not available now, in any case.