PeteMc

I just heard that from a friend who has his Trophy 212 there for a new engine. He was hoping Dave would have been able to finish it up, but no such luck. BTW, the new guy is apparently also named Dave. So a bit of confusion by a few people calling AirMods for "Dave."

Things as of this post seem to be back to normal. I'm guessing it was either a major Bot attack (I wish they could coordinate their sweeps!) or a Denial of Service attack for whatever reason. I don't know if these servers are located the same place a Pilots of America, but I happened to try to go there today and they were having the same issues.

Originally JPI had told me about the 730 that was supposed to be a direct replacement for the 700... but they neglected to say anything about the size of the display. (REALLY dumb on their part.) The 830 is currently the front runner and I have one spot I can easily install it. I was a little surprised when I first learned their units (at least the 730 & 830) have the screens offset from center for the guts of the device that goes into the panel hole. But I then found that you can rotate the device any way you want to. So that makes it a possibility to install in a existing hole. But I'm still considering either what other locations I could mount it in and also the possibility of flush mounting it.

If you don't have a VOT at your airport, then just use two VORs that are close to each other while you're out training. Use the GPS to confirm your known location over one VOR and then take the reading to the second VOR to confirm you're within the limits.

Actually... no. Kodak went into bankruptcy because they failed to move into the digital age and were still hanging onto selling film and photo paper products. And a fun fact, they actually created the first digital camera. But management wanted to hang onto the "razor blade" sales vs the razor handle. Hence the bankruptcy.

Very rare to find these days, other than in a startup.

Planes out of Annual and a quick update on my Tempest Fine Wire plugs. I did a short flight after picking up the plane at the shop. Nothing noticeably different in the startup, taxi or flight. In the taxi I had the RPMs up a little to make sure everything was charging, warm the oil, etc., etc. But when I was taxiing back I seem to be moving along at a pretty good clip and went to reduce the RPMs, only to find I only had bit of throttle movement left. Oh Great, they messed up the throttle adjustment popped into my head, but wait, I'm slowing... The gotcha is that I was down to 725ish RPMs with a perfectly smooth engine. I've never had my engine not "grumble" a little at very low RPMs. Sure, they could have done a exceptional job of tuning, but my guess is the difference is the plugs. It will be interesting to see what happens when I get a chance to go up high and check LOP.

Competition does drive a lot, but the bottom line is Garmin management's business sense, or lack there of. I could see BT/WiFi not being in the original 7/650, but not to add it in the Xi version is telling. I was talking to a "Garmin person" years ago and they told me of a meeting where one of the engineers asked if they should have the soon to be released "small boxes" (GNX375/GNC355/GPS175) talk to the GTNs. Answer was no, it's a different market and no one will ever combine them. Years later, they're still modifying the code so the two will talk to each other.

Nope. Very little, if any, airframe damage as the nose settled down on the broken landing gear and skidded stright down the runway. New (reman?) engine and prop or due back end of July or the first of August.

Absolutely, no blame on the pilot. The stress fractures would have probably been at the very top and not something you'd see in a pre-fight.

Unrelated to the salvage plane for sale, but on nose gear collapsing... Earlier this week I saw another Mooney in the shop for a nose gear collapse. Apparently this was not ON landing, but well into the roll-out and slowing where the nose gear broke at the top and collapsed. Mechanic I talked to said the break was way up the top and no one would have seen the stress fractures and it finally gave way. Because it stayed somewhat attached the plane mostly slid on the remains of the nose gear. Engine and prop were shot, but the airframe was basically undamaged.

I'm one of those pilots. I've flown on some really dark nights and as your eyes adjust to the darkness, that ONE instrument that really won't dim down is a royal pain. And it messes up how good your night vision can get.

Anyone using an Electronics International (EI) MVP-50P Engine Monitor? Or have you heard good or bad stories from people you know that are flying with one? Just talked to the shop that's probably going to install whatever I end up going with and he was talking them up. Partially because they are local on the field, so real easy to get support... which hopefully will never be needed. But I really hadn't looked at their newer devices and need to get some more info on them.

I've heard that from other people. Also that some items you'd want up front are buried on other pages.

You'll have to go back in the winter and land at Alton Bay Seaplane Base and Ice Runway (B18). It's about 10nm from LCI at the end of that southern most bay of Lake Winnipesaukee. I wish I had done it when I lived back east.