PeteMc

Noooo...... People are always commenting on all sorts of issues with Auto Start/Stop. My suggestion would be to go to the More Menu > Settings > in the Search/Filter line type in TRACK (basically where I think you were). Change Enable Start/Stop Control to ON. Now on the Left side of the Map you'll see a REC with a timer under it. I'd make it part of your Checklist and Habit that you Start the Engine, check the gauges and then Tap REC. You Stop the engine you Stop REC. You do one, you do the other. Actually, there would be so little time difference, you might even want to hit the REC button first and then Start the engine. Then if there are any surprises that you have to focus on, it won't mess you up getting your Track Log. I'd also suggest you Accept the Track Log every day when you're iPad is connected to the Internet and then go confirm the Logbook entry and modify as needed to make the Logbook correct, the Track Log is a "Feature" some people like, but you Logbook needs to be correct. So don't let the Track Logs stack up and then when you Accept them you really don't remember if the times, etc. are correct.

Yep, need to use the Logbook. That's where they pull the data from.

Getting a Report in FF is also very simple. But it would be nice if they let you pick a year or All flights. I do have a Google Map with all the Airports I've landed at. But a quick year-by-year graphic would be nice to add to go back and add to my Annual Logbook Backups.

True. But if you're going to keep the plane for even a few years, then when you deduct what you got out of it to the increased sales price, then it might be worth it. Totally a personal choice.

What did you use to make your map? FF, at the moment, doesn't let you go back to prior years. So it might be fun to look back in history.

Still pretty strange. Why would the M20K N# and S/N be on that page for the -KB. I don't have the logs handy, but I thought my paperwork was JUST for my engine. So it would be the -LB only and not show the -KB. But it has been so long ago that maybe the full STC for all the engines is stuffed in the back of the logs. .

Something seems off with that STC. N57227, S/N 25-0794 does come back to a M20K. But I didn't think any of the Mooneys had a TSIO-360-KB engine. Aren't those only in the Senecas?

I also have a 231 with the Merlyn, no such limitation of full power. As for climbing with full power or pulling back to "square" which I learned in a non Merlyn Arrow years ago (24/2400 I think) was just "the thing to do" and so that's what everyone was taught. Then I guess it was prob. back in the 80s on AVSIG, John Deakin, George Braly and others got into the discussion of time in the climb and was it better to pull back to "square" or go full throttle until altitude. I remember John coming back after some test flights saying he had (obviously) better performance at full power, but that yielded not only getting to Alt quicker, but he did not really burn any more fuel based on the climb time being shorter. Again, just a climb, not a full flight at full throttle and this may have been based on what he was flying and what he normally climbed at, but his new practice was to climb wide open. Another comment John had that stuck with me (possibly a different discussion) was that most people are taught to pull the power back as soon as you level off and start trimming the plane. And we all know you have to keep trimming for a while. He was the first one to comment on keeping the climb power in for a couple of minutes until the plane reached whatever your normal cruise speed was, then reduce to your cruise power and trim. Much less chasing the trim as the plane slooowwwlly sped up. (But I digress, so I'll keep quite now. )

Well... They have to blame someone!!!! It certainly isn't THEIR fault they mess up. (Excluding legit Wx reasons.)

Any of you see the AVweb articles on how a letter was sent to Sec. Buttigieg blaming GA Traffic for the Airline Delays over the holidays? You gotta love it! I'm sure they're talking about all the various Private Jet traffic going into the various larger airports with FL and the northeast (two areas mentioned). But hey, we should all be careful this year or they may, again, go after us bugsmashers too!!! I think it was in the 80s, but at one point I also remember the Airlines bitching about how ATC had to talk to all that little GA traffic when they were supposed to be there FOR THEM. I don't know if you have to be an AVweb subscriber to view these or not, but here are the links: https://www.avweb.com/aviation-news/airlines-blame-ga-for-holiday-flight-delays/?MailingID=FLY240101003&utm_campaign=avwebflash&utm_medium=newsletter&oly_enc_id=6466I3042634F3A https://www.avweb.com/insider/a-weirdly-provocative-way-to-end-the-year/?MailingID=FLY240101003&utm_campaign=avwebflash&utm_medium=newsletter&oly_enc_id=6466I3042634F3A

Correct what??? If you're agreeing with me, why did you post them? And removing the link from here does not "remove" the documents from the Internet. The image below I just downloaded, it's not from earlier today. My suggestion is that you delete the page with the addresses from the PDF you have online. If you get a real buyer, they'll have the real logbooks if they even care who owned the plane in the past. Sure, someone could do a deep dive of the FAA databases (or others) and find the info, but I'm guessing they've got a little better tracking and security than you do. Posting info like that when it's not necessary is one less layer of protection stripped away from them.

Personally, I would have pulled the personal data of the prior owners before uploading the Logbooks. Fine for whomever actually buys the plane or seriously looks at it to look at the logs.

I mentioned this to AOPA years ago as a way to save on the print costs... Still not an option and I toss the print copy as soon as it arrives.

I was thinking of getting a low load but long arm Shop Crain that I could put some straps on. Figured there would be less chance of dropping it off the chair.

My two cents is that something is going on. And I'd hate to shut down a business just because for some reason one person got really poor service. But there seems to be a lot more going on here. So what do the CFIIs here or possibly owners of training facilities that have a better insight think the next step(s) should be.... Should he ignore them and move on, or is this really one of those times he should give the local FSDO a call? (Or maybe not that FSDO, but his FSDO so it makes its way through the FAA with a paper trail?)

Been there... Don't ya just hate that!!!

On the diagram you copied it shows +500 if you're doing the teardrop into the Downwind. AT Pattern Altitude if you're doing the direct turn into the DW.

Wow, that's pretty bad. ALL of the docs and pics I've seen clearly show the tear... er... roundish turn thingy ending on a 45dgr entry TO the DW. Personally, I'd stick with "Teardrop" as it basically is just like a Hold entry Teardrop. But maybe the FAA needs to do what of their Hot Topic things in the CFI(I) refreshers to make sure people get that it's a Teardrop to the 45. (Sorry.... And the thread creep continues.)

You sort of answered your own question on "LED" as you referenced the FAA's "basic" requirements. So the LEDs would only be a step up from that "basic" or minimum. As for the flashing, my Pulselite has a FAA STC from decades ago and was installed with my original approved Whelen Recognition Lights. Those original bulbs are being replaced with the new Whelen LED version. My LED position and strobe lights are also FAA Approved Whelen lights. So not sure why you'd think the FAA would have an issue with any of this? (Suppose people could be jerry rigging their own LED lights, but then that would be no different than people that have jerry rigged other things. And if the FAA finds out, then I'm sure they'd have an issue with the installation.)

Thx for the info. And on the plane, yes, excited to see it! Now I just need some good Wx to get up to WA!!! Not going to be blasting into any clouds this time of year.

I went on the Cayman Caravan years ago and one of the organizer had a great talk/roleplay that he would do. "Brother Jimmy" would tell you to check everything and the buffoon pilot would respond every time with something along the lines of "But Brother Jimmy I checked those fuel tanks a week ago. I'm sure none of the rain we've had has gotten in there." Bird nests in the tail was another one. It was a good little talk that made the point of why we do a Pre-Flight.

@OSUAV8TER I was talking to a friend that's on the fence of changing to LED Recognition lights for his 252. He was asking if it is considered a "bulb change" and if he could put in the LEDs himself or if it needs a signoff. I couldn't remember/find if anyone else had asked this before? On another note... I've been moved for weighing and Avionics SW updates. So hope there's now progress on your plane.

Neither of these are the one I originally saw, but they are out there. In the big green bar on the Powertow site you'll see Hookups and that's where the Tailwheel mounts are. https://www.powertow.com/ThunderVolt-12-Volt-DC-Aircraft-Tug-_p_17.html There's also the Best Tug Alpha, but you'd need to reach out to them to figure out the connection, https://www.besttugs.com/alpha

I've been looking at powered towbars and I've seen some power towbar/mini tugs that you place the tail wheel on and move the plane around. Regretfully I couldn't find it again on a quick search, but they are out there. When I run across it again I'll post the info (if someone else hasn't already or you find it yourself).

From what I just read it sounds like it has to do with configuration. I guess the reason for connecting to the G3X would be if you do not have a FS in the GTN. Sounds like Garmin was making that the interface. Still a really dumb move on Garmin's part (IMHO) that they didn't add Bluetooth when they came out with the Xi. But being Garmin, I guess they just ASSUMED NO ONE would buy anything other than a FULL Garmin panel.