PeteMc

You and me both... I'm not seeing a total uproar in any other groups about this not working. As for the Stratus, either here or in a different group I've read that it can be set to different protocols. And I believe it has worked in the past. My key takeaways are: IDF has been updated to the lates FW. So... does the Stratus need an update too? What does Avidyne Support have to say? As (forgetting now who) said, he had to change the way everything was configured after an update. Has that been done?

Because the IFD's are not ADS-B devices. They can pass the info along like the GTNs, but they don't directly receive the ADS-B info. So he's using the little remote device to act as the primary ADS-B IN and then the IDF will pass on that info.

If I were still on the East Cost I would have gotten involved. To bad the race isn't on the "other" coast where I am now.

So did you see @Shadrach's comment above? Please ask your earthX contact why they don't build the equivalent of a dual battery that will fit in the original battery box of their 231??? (Kind of surprised that if they're an Mooney owner that's not the size that they would have made. More cranking and storage power and it fits in the battery box that's already in a lot of Mooneys (and probably other brands).

No clue how often it really happens. I do know that Scheduled Carriers have try to push GA out of the sky for decades. I think the issue flares up every so many years when the Carriers get dinged with late flights due to Wx or other reasons. So they start yelling that it's GA's fault and that it has nothing to do with them trying to make sure all their flights arrive and take-off within a few minutes of each other. As a passenger I love the fact that I get off one plane, walk to the next one and it leaves. But I also know that to expect that to work smoothly every time is just stupid, so they have to point the finger somewhere so that less fingers point at them.

I've probably read most of it. Not at one time by any means, but a lot years ago when I first started using FF and since then a lot of Searches for specific details.

So I take it you don't have a Garmin panel or you just don't care to pull ADS-B info or send Flight Plans To/From your EFB (WingX)?

Wellll.... Okay, AFTER you find them, yes, they are usually inexpensive to fix!

Is it still working? If so, what's your trick to make FF work with Avidyne?

I believe it is still only Garmin Pilot and ForeFlight that will connect with any of the Garmin products. And it's is a Garmin restriction, not an issue with any of the other EFBs.

Looks like there are two threads on this... This link I got from a post from @LANCECASPER gives a lot of details: http://avidynelive.com/ifd-540-and-stratus_topic2530.html

Just curious, why do you want to go through the Status? Is that the "Avidyne compatible ADS-B reciever? I don't know much about Avidyne, but I'm surprised they don't actually receive ADS-B information and pass it on directly to FF. As for someone telling you that they don't display Traffic, you might want to follow up with a different Support person. I've gotten some really bogus answers from some of them (I'm assuming you might have gotten a newbie). From the FF Website: ** ADS-B Weather and Traffic are supported when using an Avidyne-compatible ADS-B receiver correctly connected to the Avidyne IFD and with Avidyne IFD firmware 10.2.3.1 or later. In ForeFlight Mobile, this will show as two separate device tiles on the More > Devices page: "IFD" and "ADS-B." There is also a NOTE: ADS-B forwarding must be selected on the IFD when installed. And when looking for issues on FF/Avidyne issues, most of what I'm finding are from years ago. So I'd go with it's a fixable issue if you can get someone that's a little more senior in Support. Oh, and what about the Status Firmware? Any update needed there because you update the Avidyne to 10.3.1.2? With the Garmin you sometimes also need to update some of the auxiliary devices.

No pictures and I don't have the plane right now. Basically just a little fin antenna that looks a lot like my old DME antenna on the bottom of the plane. And I'm hoping when I get to Canada next summer if there is a way to confirm with ATC that the Diversity is working. I don't see any other way to check, other than in an avionics shop. To my knowledge you cannot pull down a report like we can from the FAA here in the US.

Not much. You can get a cowl cover that is fitted to your plane, which looks nice. But the other easier thing is to get some moving blanks or some old quilts and toss them over the cowling to keep the heat from radiating through the top. As an option, you can get some bungie cords and just wrap up your cowl to keep everything snug. And if you do, the bungie cords DO NOT need to be super tight. Just to keep the your insulation (aka blankets) around the cowling. Also keep your cowl plugs in or shove some of the blankets in there so the heat doesn't just come right out. Odds are if you leave a thermometer inside the cowl and check it in the morning it will be nice and toasty as your engine warms up and then begins to warm up the air inside of the cowling.

What is the current requirement and schedule for Diversity? A search didn't bring up anything new, but that doesn't mean there hasn't been a change. What I think the latest time line is: Class A airspace last summer (August 2023) Class B airspace this spring (May 2024) Class C, D and E will not be until sometime in 2026 I went ahead and bit the bullet when I upgraded my panel a few years ago. Didn't see the need to wait and then have them rip out all the paneling aging.

Who knows what Regs will change in 10 years and what radio improvement there will be. We may have Digital Transmissions by then. Unlikely, but not out of the realm of possibilities. Second GPS is great, but if you just replace the radio then you can buy the latest and greatest when it's time to cross the pond.

Only for the J & M if I'm reading it correctly.

It's there for the What If, but the odds are in my favor that I'm going to complete my flight. So I'll take the chance of being more comfortable and grab the vest if I need to, rather than be uncomfortable for the 1000s of hours that I won't, if ever, need it. Now flotation devices on over water flights where I can't glide to shore, that's a different story. ADDED: Now that I think about it, I made the vest sometime after I bought my Mooney. So that was over 2500 hours ago and no need for it yet. One partial engine failure into JFK (hole in the cylinder) would never have required the survival vest even if we did do an off Apt landing.

That's what I've had for years draped over the back of my seat. It doesn't have a lot of stuff in it, but the basics. It's something you can grab if there's a fire starting and you can't look around to see where your bigger survival bag ended up.

Hmmm... I see you saying "yes" then I see you giving what I think it the proper response of NO. Letting all the warm air out of the cabin is not a problem for the Avionics, etc. *IF* the cabin is warmed up long enough to transfer the heat into the Avionics and other parts of the cabin. It will not cool off that quickly when the warm air is released as the thermal transfer takes a while (warming and cooling).

Just asked about it with the Controllers on FB (so it must be True!). They said the report was a non issue for them. Yes they did fill it out for an Non Expected Go Around with GA and more so with Jets/Turbines. More an internal ATC thing since the Rwy Environment is a high point of Accidents/Incidents, so they're keeping data points. And for @skykrawler, lack of a landing clearance wasn't discussed. But if you really don't have a Landing Clearance, then I guess it would be doing a Low Approach and NOT technically a Go-Around.

I've never heard that they need to write up a go-around. Is this a new(er) policy? Seems like a lot of work when a go-around, as far as I'm concerned, is always the plan and the landing is the option if all looks good. And I'm trying to remember now with all the flight training at KFRG, but I don't think the Twr cleared all the students for "the option" it was just "cleared to land." And there were always a few go-arounds when technically there was enough Rwy separation for the next landing, but the students (solo) got spooked.

So these NASA ASRS are from GA pilots? Like us Mooney drivers? Or for larger operators? I find it hard to believe that a GA pilot forgets to get a landing clearance. Well... Okay, I find it hard to believe that any pilot going into any airport forgets. When talking to Kenney you'd hear them give a Landing Clearance to every plane, large or small. I do get the traffic issue. I've heard from people I know that fly the big big kerosene burners that it is not common for them to watch for Traffic (though my friends knew they were supposed to), but also it was hard to see Traffic sometimes from their cockpits.

I have a K and typically fly in the teens, so cold air even in the summer and very cold in the fall thru to spring. There was already an M20 on my plane when I bought it and I never every thought about insulating it until I just read it hear. Neither my original (very good) mechanic or my second very long time (very good) mechanic never mentioned it should be insulated. And I think both would have if it was a thing. Your point of running the engine long enough to burn off any moisture is probably the real issue. And how long the plane sits to allow condensation to build up again inside the engine.

As others have said for the engine, toss a couple of blankets over the cowl. Some old moving blankets if you have them. And I don't know if I missed it, but also go turn on the heat in the morning and open the main and baggage door and even the pilot window. It may not really warm up the avionics a lot, but getting as much warm air as you can into the cockpit can only help. If you have some sort of trickle charger, it wouldn't hurt to connect that too so that battery warms up a bit.