PeteMc

There's another guy I've seen with a Solar Panel on top of his box. I think he may do the same thing as you are and keeps the batteries charged with the SP. Wonder if he has one of those cellular turn on/off devices so he only uses the batteries when he needs to and they charge the rest of the time.

There is a flight school that had a few planes near my tiedown. They had a generator planted in the middle of the planes with extension cords. I'm not sure who turned it on early in the morning, but it was always on any time I got there and I think they just let it go until it ran out of fuel. By then the planes were all warmed up with the engine heater or because they had been flown. There are also some Cell switches that obviously work in hangars, but I wonder if there are Generators that would start with a closure switch from one of these Cell devices. It maybe could turn on your Generator via a phone call and hour or so before your flight.

I guess I shouldn't have limited it to May or Oct. Just late spring/early summer or early fall. And if they ever have one at Nantucket, MA again, it might be worth the X-US flight. We used to go to ACK all the time and loved the PPP they had years ago (guess I'm dating myself...).

Well DUH!! We've all been talking about if he was underinsured, etc., but THIS is really the bottom line.

I sort of only *think* I know about how insurance works. But if you've under insured your plane I get that your insurance company is only going to pay you for the value you were paying them to insure. (Duh!) But if the plane was worth more and you can prove it, then there's no reason not to be able to go after the person that destroyed it (IMHO). Now I get that the insurance company may go after them for the value they insured, but that shouldn't stop you from going after the additional amount (assuming you can prove the value).

@druidjaidan Did you ever find out the name(s) of the Rotorcrafts' insurance companies? Hope they were not also insured by your insurance company. If so, I wonder if that may be why their low balling and wanting you to sign that you won't go after the "other" insurance co.

I think there are some still active for CAT II Approaches.

There was some discussion on the FB page by people who are vendors at OSH that they require insurance. And if the EAA did not insure that they had insurance, it may fall back on them for allowing the Demos (I think there was more than this flight) then it may fall back on them. It will be interesting what the outcome is if the Mooney owner ends up with an aggressive attorney that gets to the bottom of it all. Hope he's ultimate compensated.

My GMA345 has a Split-Com Mode where the Pilot and Co-Pilot can transmit on different radios. If you have this, then maybe there's something in how your headsets are wired or your PTT switch is wired and that's causing you to transmit on both while in this mode.

Sorry, I just realized that I never responded to your post. Hopefully you have already heard back from FF, but if not... As of last week (Thurs?) FF said there is a know issue with Traffic not being displayed. At this point FF does not know when it will be resolved and they are also not sure if fix will come from their end or Garmin's. But obviously they are working to resolve it quickly.

Well, what is a "cold day" to you? There is no real definition, but sort of like pornograghy, you'll know it when you see it!

@Jerry 5TJ Any word on the 2024 schedule yet?!?! I vote for KSFF in May or Oct. Should be easy to coordinate PAR (and ASR) approaches at KSKA!!

At what Airport or more importantly, what Altitude & DA? And on the Full Rich on landing, I had heard that was really in the POH for the potential Go Around.

I meant excessive drop. That's why I thought you were doing the Mag check while still leaned.

Gad, DO NOT do anything yet! Excessive leaning is a great thing to do on the ground to stop plugs from fouling. But checking the Mags while you're running lean will give you EXACTLY what you saw. Next time run up the engine close to your normal RPMs and go Full Rich, set your RPM and do the Mag Check. If it is still off, check with your mechanic. But odds are when you're rich you'll get a normal Mag check. If you do get a normal Mag check, then start to get a feel for what your engine does when you have leaned for ground ops. Then you'll know what's normal for your engine.

And FF shouldn't be offering much assistance. How to do it and where to do it are about it. What goes info goes in needs to come from your Avionics guy (and they don't much like to do it either ). FF has no clue what you have in your plane, so if you say you think you have A B C, they should only tell you were to find the place to put A B C and nothing more.

For the electronics.... If you haven't, download the Garmin Aviation Trainers to practice with the GTN750 (avai. for iPad or PC). Also watch a lot of the videos available from Garmin as well as a number of other sources for all of your new avionics. Next, when it comes time to fly, have a CFI **That Knows Your Equipment** with you. They're going to be more comfortable about talking to you as well as looking out the window. There is NO question that your head will be buried inside the plane with a lot of "...now how do you do that again..." even if you did do a lot of studying before hand. After a flight or two with the CFI and you're a little more comfortable, then consider flying with another pilot. You're still going to have your head buried inside for a while.

So in the Other I have: Code: A20DA1 NAV: SBAS PER: A SUR: 282B 260B Now I have to go do some research to figure out why we put those in.

Okay... So are you saying my codes are correct or not? I looked at my "ForeFlight" info and I don't see a Field 18... So I guess I need to do more research on this, but I'm still unclear if I entered it correctly (per the installer & Gamin) or if I just added it by mistake.

Curious if you sure about those codes? (Source?) Granted, I do not have the same gear as Jim and I got into this when I first got my panel upgrade, but have pretty much forgotten everything my Avionics guy and Garmin told me when I was figuring out what to plug in. But for my Aspen, GTN, GTX345D (also GNC355) they had me put in: FAA: G ICAO: B G R S Z (Y = 8.33KHz Channel Spacing which is possible, but not standard on the GTN) Surveillance: B2 E U2 (C = Basic A & C only) PBN: B2 C2 D2 O2 S2 (S1 = No Baro, possible if the Baro input was not connected)

Okay, I just have to follow up on this. By no means am I an Aircraft Mechanic, but there are various types of Zip-Ties made out of all sorts of materials to withstand all sorts of chemical or natural exposure. And Zip-Ties can be cranked down to squeeze the bejesus out of anything or just sinched down slightly to hold something in place. So my curiosity has gotten the better of me to find out why you think these great attachment/binding devices shouldn't be used on aircraft? Some of the authentically rebuilt aircraft I've seen have all sorts of attaching devices that are just... well... OLD tech that's only saving grace is that they are historic and not necessarily safe.

Granted they're rare, but I think they happen more to the West of you in some of the bigger testing areas. I see the NOTAMs for possible outages when I'm looking at possible flight in the SW. My beef is not with the MON system, I see the need for a second type of tech when we're poking holes in the clouds. Just wish some of the Regs would catch up with the current technology. And I also get how SOME Regs shouldn't be changed on a whim and need through review. But saying it's okay to compare your VOR to a GPS isn't one of them. If it's off it's going to be way off. If it's off a little, so what, they allowed a pretty big error factor when you could compare to a second VOR where both could be off at the max error in the same direction and you think you're spot on.

Yea, let's see how much you like that when the miliary or some industry is testing something and you have no GPS coverage in the area you're flying.

MUCH Better!!! Thanks! Haven't read it in a while and my crappy scan was getting irritating to read.

I have a copy of Continental_Tips_on_Engine_Care_1.pdf that I probably downloaded from JPI years ago. It's a REALLY BAD scan and I was wondering if anyone else had a better scan or actually had the booklet that they'd either be willing to part with or at least loan it for a much better scan?