PeteMc

I've seen lots of pics of people that use Ceramic heaters (on low). One had it on the hangar floor and had taken some heating duct material and fed the heat in through the Pilot Window. On low he said there was plenty of heat to warm the cabin, but no danger in affecting the window. I'm guessing with a little insulation (and some PRE Testing) you could actually run the heater on Hi and not affect the window. NOTE: I if you have a propane engine heater you DO NOT want to put the tube in the window to heat the cabin. There is a lot of moisture in that air, warm or not.

I'm curious why you want it pointed to an NDB? Maybe to practice one of the few remaining NDB Approaches? And what is the process you've tried so far? I haven't flow with a 430, but assuming it is your source, then I'd put the NDB, or the co-located Wpt that is probably associated with the NDB, into the 430's Flight Plan. Do not put in the Airport or any other fixes, just the one for the NDB. If the 430 will not Navigate with the one Wpt, you may have to hit Direct To (you do with the GTN) Assign one of the Pointers to the 430 (GPS2 ?) and see what happens. In theory it should just always point at that NDB/Wpt even if you're 1000nm away. Remember that if you look at the 430's Nav Page, the only thing you care about is the Bearing. The Track info, etc. will be for the Direct To Track if the 430 also needs more than one Wpt to function.

True... Old habit/reference.

Well... for years my staff hated it when they came to me with a problem and I'd once again say to them "is it plugged in" meaning did you trace everything back to make sure something didn't get swapped or come loose. Typically the startup check is to make sure the GTN (or whatever) is still sending out the voltages it needs to give the expected result. My guess in this case the original installation was faulty. I doubt there is any way the wires were swapped if they didn't disassemble and resolder the connector for it to show a reverse sensing. But sure glad it was a relatively quick fix!

Like or be use to. As common as it is, there really is no excuse for releasing a poorly designed site! Yes, I know it's the norm, still doesn't make it acceptable.

Sad note on the couple that died at the Rainbow Bridge (NY) checkpoint today. Time will tell if it was a medical condition or not... BUT... if we're talking muscle cars, they were in a *12* Cylinder Bentley.

You could have the Avionics shop retrace their steps and see if they can find any loose wires.

To clarify slightly what @donkaye said, you don't have to do it while going missed. You can go to the Hold and sit there as you decide your options as you're still "in the missed" as he said. Then you can pick the Approach you want and hit the Direct To the IAF or whatever other fix ATC gives you. No unloading, reloading, etc. Just pick the new Approach.

Yea, but depending upon how high you fly, you will not have service. And if you are low enough to just barely get service, you probably will drain the battery as the phone is constantly searching and trying to reconnect. So one more unnecessary charge cycle and, oh yea, gotta remember to charge the phone. Best bet would be for Garmin to join this century and fix the issue. Very simple to pull local time from the DB for the Wpt and Apts along your Route. And I have to check... Do the GTX375/GNC355/GPS175 have this same issue??

I just checked the Garmin Trainer and there is no Visual Approach showing up for F69. If there were the Visual option, it would give you both Vertical and Lateral guidance *LIKE* a real approach. But it is unofficial and needs to be used in VMC conditions, and even at night it can be iffy. But it will line you up with the runway and if there are no tall obstructions in the area, it will guide you right down to the threshold at an unfamiliar airport.

Sad situation. And regretfully, yes, I'd agree it was a Mooney.

Sounds like it's more than just a personal preference, so it might be nice for all of us to know who NOT to use.

A friend of mine has one for his Vision Jet. It's the one I described as looking like it came from the robot wars the colleges have.

Yea, I should have done that. Just don't search enough here to remember that I need to do that.

Your link didn't work for me if I clicked on it. I had to Cut & Paste it into my Browser to get to the page.

Interesting. Not all the posts for Sidewinder had "tug" in it, but I was shocked to see how many did. So I guess the Search Engine was off on break when I did my search.

If you don't find anyone closer, you can try Jeff Schnabel based out of KLUK. I haven't flown with him yet, so this is more info than a recommendation. But I plan to when my plane comes out of the interior shop to get current again and do an IPC. I had found his info on the CFI list on The Mooney Flyer and he seems like a nice guy. Jeff Schnabel schnabel79@gmail.com 513-484-0604

Thanks ALL! You've confirmed that there's no leader out there. My plan was to see if I find anything posted for sale in the area, so I'll stick with that as my primary plan. And unless I knew the person, I'm not going to get something to ship in where it would be a royal pain to try and get my money back if it didn't work.

I did a search for "tug" and was surprised not to get a single result. So... What the general consensus on the overall "best" power tug for a 231 K? Is there much additional wear & tear on the nose wheel using the ones that you press down the drum onto the wheel to move it. A lot appear to be a modification of a power drill, any issues with torque or the motors burning out after a few years? There's an ever so slight rise for drainage and then the usual tracks for the hangar doors, but no major hill to push up. So I'm *assuming* most of them should work fine, but I want to make sure there aren't horror stories about certain brands. I've also seen one of the little skids that looks like it came out of the robot wars and it seemed to work really well. Just don't think I want to spend $4-5K for a tug!

So the pic is a simulation of what the G500 does when it looses GPS? By itself the pic does not give me any context.

Probably unrelated to this issue, but I just recently learned that buried in the manual is a few lines that explains that GPS is REQUIRED for the Auto Pilot to operate normally. If GPS is lost, the G500 will go in Roll Mode and Pitch Mode. Makes one wonder about MON, ILS or LOC approaches. (Yes, you can hand fly, but sort of not the point when buying a G500.) From page 3-6 of the AFMS – GFC 500 Autopilot: LOSS OF GPS INFORMATION (GPS position information is lost to the autopilot.) NOTE If GPS position data is lost while the autopilot is tracking a GPS, VOR, LOC or BC course, the autopilot will default to roll mode (ROL). The autopilot will default to pitch mode (PIT) if GPS information is lost while tracking an ILS. The autopilot uses GPS aiding in VOR, LOC and BC modes. 1. Autopilot ................................................ SELECT different lateral and vertical mode (as necessary) If on an instrument approach: AP DISC / TRIM INT button ................................... PRESS, Continue the approach manually Or Missed Approach Procedure .......................................................... EXECUTE (as applicable)

Anyone in the Spokane, WA area (KSFF) going to the Pilot/Controller Mtg Wednesday night (11/15)? Also, anyone have a pulse on what Hanger Rentals (37x39' Square, not T) are going for at Felts? Details: 7:00pm Darcy's Restaurant 10502 E Sprague Ave (near University Rd) @Ragsf15e @nationwide

Crazy how the littlest change can through something else off. I'm wondering if when you let go there's enough flex to move some wires and causing the grounding or connection issue that @DonMuncy is talking about. I had kind of a "heart beat" in my cluster gauges (K) which we all knew had to be a grounding issue. Mechanic just moved the ground when it was in for the last Annual and everything cleared up. And personally I go by the JPI and the in-wing gauges for accuracy. Never trusted the ones in the panel.

Bet the first thing they do is trace out the wires and find they basically go nowhere and are tied off someplace behind the panel.

I guess this is the time for MP/FF or FP gauges to fail. Someone else (guess on FB) was just asking. Mine failed recently and I could not find a replacement or parts anywhere. Someone told me about Aerospace Logic. They have MP/FP (also MP/FF) gauges. A couple of gotchas to be aware of: Transducer: The device can only be installed with THEIR transducer, so if you have a JPI or any other device with Fuel Flow you CANNOT piggyback on their transducer. My mechanic put in an extra log piece of fuel line and put my old transducer inline and did some fuel flow tests and signed off on it. Long line was to make sure there were no flow issues to mess up the other transducer. Dimmer: The unit was originally certified for DAY VFR so they never installed a photocell or any dimming capability. And it is VERY bright. So if you do go with them, be sure to get their optional Dimming Package for a few extra bucks. https://www.aerospacelogic.com/engine-instruments/fuel-and-manifold-pressure/