PeteMc

This is true at the moment, but since so many people went with the smaller box (GNC/GNX/GPS) as their second box, G is supposedly working on the software fix. You apparently can update the Nav DB from the GTN to the GNC, but I don't do it that way. I just swap out the SD Card in the GNC. For the GTN I do have to put a SD Card in and power up the radios to load the DB. Then I have to shut back down to swap out the SD Card and put my FS510 back in. It will be really nice once they get the DB update and Crossfill fixed. Story I heard was that Engineering asked if they should make the then new GNC/GNX/GPS boxes compatible with the GTNs and Marketing said no. I think they were thinking it would force people to go with two GTNs and obviously they were wrong (at least for their non corporate/commercial customers).

Makes sense. But if you move things around in your panel, you can keep the potential 275 in mind. Pending how serious you're considering the 275, you might ask your avionics guy about the pro, cons and cost to pre wiring for the 275. Wouldn't make much sense if you're going to add radios down the road, but if the radios are planned for this upgrade, making a harness with the 275 connectors already there might make sense. And just to toss out my radio config... I went with the GTN650Xi as the primary GPS/NAV/COMM and the GNC355 as the backup GPS/COMM. At the time I was also considering the costs and I think this is a great combo. But I almost went with two GTNs. Didn't think I'd use the charts in the 750 and with the iPad for general reference I didn't see the need for the bigger screen off to the right.

No, appears there is a BUG. I've got a K, so I can get above 17K, but no winds are shown for me either. Most common reason is because of the length of the flight, so I wonder if there's an issue with how FF is calculating the distance. It may just stop calculating based on some set max number and not on the actual distance of the flight.

I just sent off an email to FF. I didn't notice it in Oct when I did a big circle X-US trip. But mine are stopping too and I'm guessing it's a BUG in one of the recent updates. I plugged in a 587nm trip (VFR Direct just to see) and the winds stopped at 16,500. Not that I like to go into the FLs, but sometimes the winds make it worth wearing the mask.

What will you have to backup the Aspen, I went with one of each. GI275 is a great display, but as @philiplane said, not nearly the same screen real estate. I fly the Aspen and typically put the 275 on the Traffic screen for VFR or VMC flights. But the primary reason for the 275 is as a backup to my Aspen and on a real IMC flight I'll have it on the AI screen. It also has my primary and second GPS fed into it, so on an Approach, I can have both units displaying the Approach from different boxs. If any combination of Aspen, 275 or GPS fails, I've already got the other one setup. Pending when and why the failure, I can opt to go missed or continue.

Since you don't know when you're going to need to jump your plane so you can clean the connectors before you leave the hangar... I'll suggest what I do with the plug and electronics for years. That is simple what's referred to as "exercising" the contacts. Push in the plug, then pull it right back off 3-4 times. Unless there's something really corroded on either end, as it it should be replaced, then exercising it a bit should scrape everything enough to get a good connection.

Or maybe a full set of replacement of switch covers in the donators color of choice? And these are for the newer ETA switch covers, correct? If you're looking for the Klixon switch cover, @AH-1 Cobra Pilot is (was?) making them.

If you're talking about the port in the side of the plane, is it really only 2 pins? There isn't a smaller 3rd pin in there that opens the relay once the main two wires have already been connected. As you mentioned, the next big issue is getting the larger auto clamps in there without arcing. I'd stick with the regular jumper cables with the correct connector. And I'd also suggest keeping the cables in the plane... Yes, there have been the few times where the plane had been sitting in some really cold Wx for a few days and while pre-heating I'll plug in the jumper cables to warm the battery. But the times I've REALLY needed them have all been away from home and not having them would have been an issue. Once the the rear overhead light was bumped removing baggage mid day, then there was the time I pulled onto a super bright ramp and just forgot I had turned on the overhead light while taxiing. And then there was the time the battery was starting to go and scheduled to be replaced at the annual in a few weeks.... Well, it wasn't even cold enough to pre-heat, but when we got back to the plane it just didn't quite have enough punch to start the plane. In ALL of these cases there was no one around with any kind of power unit. But in all the cases there was someone that had a car, but either car jumpers or no jumpers. If you really don't want to carry your cables, there is just a plug you can get with knobs on the end. Those work great with car jumper cables. But you still have to hope someone has a set of cables with them.

Yes, but I didn't see any clear date on that page. I did see the older sources listed, but still not clear when the article was written. So my take away was "...The legal community is moving to..." Which is all fine and good, but a LOT of the FARs, Legal Interpretations and other aviation documents were all written back when all the lawyers did think it meant “...has a duty to...” and used it as such. So I'd don't think you'd get far arguing that Shall meant the new definition for a doc written decades ago. Oh, but I can see lots of billable hours fighting new and old definitions. Have to tell my (lawyer) nephew to watch out for those cases!

That's an option, but I think he'd rather just find the part. Not so sure the bulkhead is available either for his plane. It's a Trophy 211, so don't really know how many options he has.

Assuming they have them in stock.... And therein lies the problem. Mechanic has been calling all over for a few weeks and can't find one anywhere. Figured it was time to start reaching to see if anyone knew of a source.

Original post, the lower red box on the left side (pp 4-63). But start at the beginning of the paragraph above the red box with the "should" in it to get the full context. EDIT: I said "right side" in my original post, meant LEFT side/column.

Not a lawyer and not in the insurance biz. But my guess is they are self insured for all the stupidity that happens that you know no individual is going to have the coverage for. Had it been some huge corporate entity, maybe. But otherwise I'm sure they just write it off. I'm also sure it will be included in the numbers the next time they go to the state(s) to ask for a rate increase too. I'm curious to hear from anyone that was in the area. How long did it take them to reroute the power?

UPDATE: Looks like he found one on FB. I have a friend who's plane is down looking for a Lasar Doubler Pt# 680031-029. I was used by Mooney briefly in the 80s and with his ModWorks conversion. If anyone knows of a source, let me know. So far his mechanic has not been able to find one.

Patrick Merkle has apparently given some interviews. Here's a short blurb I just ran across. (Sorry if it was already posted, I didn't see it anywhere.) https://wjla.com/news/local/maryland-plane-crash-patrick-merkle-pilot-power-tower-gaithersburg-montgomery-county-airpark-miraculous-one-point-landing?fbclid=IwAR1gclJbhQQTAMvBkwmIKh3NuuOPcgDhzFYbvS5ZMluhqAwwts-CTN9L4MQ

Great local knowledge and I could easily see myself confusing BECKA for BEGKA since I'm not really familiar with the area. (Haven't been in the DC area since pre 9/11.) But, sitting squarely in the "arm chair" piloting zone, I would think if he had the approach loaded it would have been a lot harder to mistake the fix. Granted we'll never know, but in theory it should have already been in his list. I have not flown with a 430w, but I have heard people say it is a little harder to switch modes. Wondering (again, thought process not saying he blew it in any way) if he thought he was going to get Vectors To Final and had already Activated the Approach when ATC sent him to a fix? If not fully up on the box it could have thrown him to get out of the V2F and find the fix. Maybe someone that has the box can fill me in?

For the mounting (sort of) I keep my X-SENSE XC01 propped (with the pickup vents exposed) in an old leather Sporty's caddy for maps, pens, plotter, etc. The caddy is on the floor of the back seat so the heater/vent air blows right on it. Figure that's going to be the best place to pick up the CO.

I have a X-SENSE XC01. Picked it based on a FAA Webinar a few years ago. (Used to just have the Dot on the panel.)

What is your #1 again??? The guy in the Everglades or was it something else? (Can't find the post.)

LIFR over that large of a range is luckily pretty rare, but not unheard of. Add to that one that is very high on my list is ice this time of year (even down south where you were). A lot of it is a personal decision on the risk. First is how are you... what is your current mental, physical and currency level (actual, not are you good per the Regs). How's the plane doing... are there ANY concerns? And what kind of terrain are you flying over... mountains or flat lands where there's a stronger possibility that when you get below that 300' ceiling you'll find a big flat field. How far apart are the Airports and what kind of Approaches are you going to have if needed along the way. Do you have synthetic to help? It's all about the overall fight. Does it seem like there's a strong probability you'll get to the other end? Are there options if you have a "glitch" along the way? If you loose your engine, is there still a chance you'll still live to talk about it? Note for a night Off Airport landing in a more rural area. If you see a light AIM FOR IT. You have no idea what the terrain is like below you. But you know that at the light there can either be people OR at least there is a road leading to that light. Makes it a LOT easier for the rescuers to get to you.

My guess is like a lot of other airports with neighbors like this.... Any plane flies by within 5 miles and they call in a complaint, even if they were going into the larger DC airports.

You said "...It’s a feature I never used..." so did you keep the Chart Data current, or only the Nav Data up to date? If the Chart Data is not current, I would expect the GTN to not show you the old chart.

I'm obviously not an A&P or IA, but I do like these "who's on first" discussions. So my first question is where does a 100 hour or progressive Annual fall into this discussion if the plane is unairworth the moment the first panel is removed? But more important, I knew a senior FAA guy that always said you should NEVER interpret the Regs on your own. You should never use "may" if it says "shall" etc., etc., and you follow what the Regs SAY until their is a change or the FAA releases a legal interpretation. (Even if they seem bat crazy!) So the Regs say an Annual is good for 12 months, not 12 months OR the beginning of the next Annual. So short of someone coming up with an FAA Legal Interpretation, those sayings the Annual ends at the start of the next Annual are blowing smoke. Where are the lawyers we have here... curious if I'm misinterpreting? (Sorry Mike B. )

Also remember that sometimes the leaking issue is the O-Ring is just flattened. For the cost, changing them every year (or two) at the annual is an easy fix. And not for leaks, but there's also the often over looked basic maintenance of proper lubrication. I've had a number of mechanics tell me that occasionally after adding a quart of oil before you toss the bottle, take it over to the cap, lift the lock and add a drop or two of oil out of the bottle. Open/Close the cap lock a few times and then wipe up the excess oil. I'm sure Tri-Flow would also work fine, I've just always been told that the process of adding a quart of oil was a good reminder and you had the lub in your hand.

My first mechanic was at DXT many years ago. As for Air Mods, their frequently doing recoveries on planes and shipping the whole plane or parts. But no clue if this is a job for them, you'd really need to talk to Dave.