PeteMc

Yea, sort of think you're putting too much faith in the masses of "consumer" grade stuff that's out there vs the pro gear.

Totally agree with the computers and higher end devices. And yes, data would be the best thing to see on the smaller items like the battery packs. But I actually reached out to a few Support people for various pack, including mine, and just played dumb to see what they did. I wanted to be able to plug it in overnight and forget about it, but none of them said they limited the charging to 80%. From a few blurbs I've read, I think some manufacturers are doing it. This may have a lot to do with it just being promoted more by Apple especially saying that they had an 80% mode to extend the battery life. My Android also has this feature. But then even my not that old iPad Air with the latest iPadOS does not have this capability.

Actually no, that's not correct. There are a few higher end ones (Anker I believe and some others) that will let you set the charge limit. So maybe you've always had one of those brands that do limit the charging. But the VAST majority of Power Banks or whatever you want to call them will charge to 100%. No marketing dept is going to let a product go out to get feed back that "it all ways runs down" or "it barely has enough power to recharge my iPad" etc., etc. And then if you have a cheaper made pack, you can be in for a surprise if it's been dropped a few times. Even your phone or tablet will charge to 100% unless it is a newer version and it is set to stop at 80%. Most??? Many??? have them set to go to 100% so the users don't have to plug in as much. My little Nimble pack got good reviews, but there is no way to limit the charging. But it does have 4 lights to tell how much charge it has, so I charge to 3 solid and maybe a little more to get a good charge, but not push it to the limit to repeatedly heat up the battery in that last 20% charge. Besides dropping it , that's one of the best things you can do to prevent a shorter life span. And to be honest, I've never used it. I take it with me are SAR missions in case we're out for an extended time and my phone with our SARTopo starts to run down.

WOW! I had forgotten about that. Just curious, do you remember what kind of battery pack? Was it a major brand or just something you picked up online or in some store? ADDED NOTE FOR ALL... It goes against traditional logic since you're dealing with a stored power cell. But current best practice is to dump WATER on the battery. Even better if it is in a fireproof bag and you can fill the bag with water.

I can see @hazek's safety concern. It would be a pretty different situation in a Mooney vs being a Pax in a commercial airliner. You can't exactly jump up out of your seat and stand in the isle as you get the fireproof bag. And granted, the major manufacturers (UL Approved) batteries are much less likely to have a catastrophic runaway issues. But it still can happen. I have a battery pack, but then I try to charge it, my flashlights, etc., to 80ish percent. I don't have a real way of knowing, but my battery pack does have lights to show how charged it is, so I stop at 4 out of the 5 lights. That last 20% is the hardest on the current type of batteries.

TO PROVIDE A SAFE ENVIRONMENT FOR THE FIRE FIGHTING at the very top kind of says it all. What else do you need to know?

Where are we supposed to be????

Actually, @jamesm did chime in about getting the gear up. I have limited time with the manual gear, but I learned quickly why it is so important.

So how fast do you shoot the Approach? I got to fly a manual gear Mooney from NY down to FL one time. I get what people say about getting the gear up while you're still slow. So I could see wanting to get the gear up pending what your speed already is and if you're already getting close to the hard-to-retract speed. And it might mess me up if I swiched up my process. But if it is the way you always do it, my guess is you're process is as safe as mine.

Typically #5 is the hotest on the TSIO-360 due to the air scoop blocking a good amount of the airflow. So maybe a bad probe?

My B-In-Law got his grandfather's old car when he was heading off to collage in the 60s. Changed the oil in the car with some of that great modern degergent oil that was being advertised. Got about 60 miles and the engine seized up. When they eventually got it to a shop, the mechanic said it was because of all the crap that new detergent oil broke free and it got everywhere inside the engine.

I found a reference to an IVSI in the GI275 manual, but it seems to be associated with TCAS II. So I wonder if it is available for GA or you need a different version of the 275.

Not to steal the thread here, but... Does anyone still make an IVSI for certified GA aircraft? I'm sure ones made for the big Boeings, etc., have a big sticker price.

Thanks for that. I was just about to say that my VSI lags a bit.

Okay, so you are now in your stabalized climb..... Gear or Flaps first????

Love the PPT and I think I'm going to give it a go to just keep my old DB and confirm the fixes!! Oh wait... my Uncle Garmin says I can't do that any more.

Your fellow instructors are correct on both points. The FAA does not care if you confirm the location of each fix is in the correct location on the current charts (enroute or approach), but then you'd need the new chart or chart information to confirm that. And I believe all of the GPS manufacturer's AFMS prohibit the use of their GPS on an instrument approach. But you can still use it Enroute IF you confirm the location of the Waypoints.... Which brings us back to you having to have the current info to confirm the location. So have fun digging through the current list of all Waypoints to confirm the location of each fix on your Route. And on the Approach if you're going to shoot a VOR, ILS or maybe even an NDB Approach.

Just remembered that one guy I knew was using it in the fuel only added it just prior to a long XC. He said that way he got all the the benifits of cleaning things out in the fuel system without having any left over when the plane was just sitting.

I've never heard of using it just before and oil change. Those I know that use it add it with new oil... at least in a Contenental. I guess there can be some reasons not to add it to a Lycolming.

Back when the first GPS came out, I *believe* you could only shoot the Approach if it actually said VOR (GPS) in the title (that's the way we were taught and what was told in all the FAA seminars I attended). You've zeroed in on some changes over the years and pointed out you're good to shoot the approach using the GPS as your primary source IF the VOR is being MONITORED. You can't just have a VOR in the plane.

I would have asked them to prove it was you. That far back there's a good chance they would not be able to. And that's really pushing the envelope UNLESS the airport charged landing fees in 2018 and you failed to pay one they sent you. I could easily see old outstanding fees being turned over to Vector to see if they could collect on them.

Can you give a little more details? Was it 4 different projects or you really tore out everything that was there and reinstalled a new system 4 times? Or were they 4 different phases to complete 1 larger project? If it was a total replacement each time, was it all paid by the FAA/Gov or were the different projects just paid by the Airport? Yeah, I get that bureaucrats often play games. But this one seems a bit out there. I'd expect them to keep funding diffrerent projects if they were just trying to dump money into the airport.

No... But what if a heading was off by 10 degrees? Or an altitude was off by 200 ft?

Good to know.

@Rick Junkin @toto I'll have to look at the latest G Pilot videos. The one I watched when they first releast their SmartCharts did not indicate they were creating their own plate. Just that they had a Route layout and side windows that had the other textural information from the Plate.