PeteMc

That's why I (and I'mguessing some others) always leave stuff in the baggage area. Staying more on the aft side of the envelope will always help a bit.

If you were just watching the webinar I was watching, he was talking about the Profile View. There are a number of videos on Profile View if that is indeed what you're asking about. It came up as a blank page in the webinar. Guessing you need a Pro or Professional subscription. In the Profile View you can see Terrain, Airspace, Clouds, etc. Lots of options and you'll find a full list in the manual. (Remember that Wx info is always delayed.) Here's one video, but there are a lot of others: https://foreflight.com/support/video-library/watch/?v=route-line-in-profile-view

I actually leave mine open for that very reason (covered @ tie-down). Even on dryer days I'd open the door to find the cabin very humid, so I started leaving the window open (under the cover) to get some better airflow. I realize when it rains or is very humid, their is going to be humidity in the plane. But now when I open the door there is no damp humid feeling. Guess it might be worth getting a stand-alone humidity data logger and leaving it in the plane. After known humid days I could see how the humidity was in the cabin with the window open or with it closed.

I was just going to Velcro a little cover over the switch after I hit it a few times putting the cover or something else into the baggage area. Now days with all the 3D printers out there, someone should be able to make something that is a perfect fit. I'm about to do the interior, so the plan is for LED lights and hopefully a recessed switch.

I was taught that there was no need to put excessive pressure on the prop, but you did want to make sure you were doing a good Mag check with clean plugs and under power. So Mag check is done at 1800-2000, not that critical, just get the RPMs up. Then reduce to 1600 RPMs which is still in the range of the prop governor, and slowly pull the Prop Control back. The reaction is a little slower than at a higher RPM, but you will still get a noticeable change to confirm good operation. But the mechanical pressure of pulling the prop all the way back will be much less.

I do not land on grass strips "regularly" but I'll toss in my 2 cents that I learned from my first mechanic. With my K I've landed at a few strips which were basically taken care of by golf course grounds keepers. So the strip was level and the grass was short. So operationally nothing different from the manual and the primary goal of not landing hard. I've also taken my plane into a field in norther ID which is also in great shape. HOWEVER, the grass is not all that short. So I removed the inner gear doors before going up to that field. Left them off for a few weeks with multiple trips into that field and with no issues with the longer tougher grass without the inner gear doors. Put them back on before my trip back to the east cost.

Just shot a note off to one of the MAPA guys. Don't see a 2022 schedule yet. But assuming there will be a FL or other warm-wx PPP in Jan/Feb.

Don't know if you've flown other planes with similar equip. But if not, I'm going to toss in my THOUSANDS OF HOURS OF EXPERIENCE and *NOT* so much with the Glass Panel. First few flights I went up with various pilot buddies in the right seat to be looking out the window because there were multiple times I'd do A, B, C..... ummm.... now why isn't D doing what I thought it was going to do... (Or... where the H*ll is D!) And I know you know this, but just taking a perch on your shoulder saying it's VERY much heads down playing with all the new gear on the first few flights - even when you tell yourself to keep looking out the window. Not that it took a long time get through the basics. But there is a LOT of muscle memory to unlearn and all the new places to reach, tap, twist, etc. to learn. And the friends I fly with have vintage panels like I used to had. So did I ever feel like a pre-solo newbie after the first couple of flights. Let us know where your head was at when you shut down after the first flight.

If the place you're talking to falls through, check with LV Avionics over at Allentown, PA (KABE) 610-264-1430 https://www.lvavionics.com/

@aviatoreb Be sure that you DO CONFIRM the Part# with your avionics shop. My guy told me stories of people coming in with the wrong servo installed and not discovered until it was pulled and on the bench. At that point he said he can't legally put it back in the plane. My guy is also a firm believer is spending a few bucks every so often (maybe 5+ years) to have the servos cleaned and checked. With the part shortages and prices, he said you can get a LOT more life out of a servo if he has a little preventative maintenance and potentially save $$$$ for a rebuild.

Lincoln Park?!?!? So 165 feet is a game changer for you??? I assumed you were flying out of someplace with 4-6000 ft runways and the short field was the issue. If it's okay with your instructor, maybe use it as a cross-country. When you're ready, don't give it a second thought if you fly out of N07. You don't even need to do much about the NY Class B. You could go around the north which really wouldn't add that much time, or just scoot under the outer ring.

I really don't think it's all that challenging and have been in there many times. But as @takair said... "Not a place to be feared, just respected..." So if you're in the area, don't automatically dismiss BID as a place to check out. Here are some of my thoughts (totally off the top of my head): I typically go there on solid VFR days. As a result you usually have a good headwind and stopping is not an issue. 99% of the time on VFR days you land Rwy 28. From mid to short final there is often a sink due to the hill the runway is on top of. So keep adjusting power as needed to keep yourself pinned to your landing spot. This is not a runway where you can set the power on final and leave it. Not that this doesn't happen, but just as many times you'll find yourself adjusting for the extra sink you encounter. Just as typical as the sink is that on very short final as the hill comes up to meet you, your standard approach sink rate will come back. So don't over compensate. Because the runway is short, I tend to aim for the numbers vs. the 1000' mark I am for on a 5000' Rwy. Don't come in short, but if you typically do aim further down the runway, practice with a new aiming point for this runway. As mentioned before, do some short field landing at your home airport. There are no obstacles to worry about clearing, just need to ride the winds down to the numbers. And NOT usually major gust that you're bouncing around, just ups and downs. PATTERN... Should have put this in it's own section. BE VERY AWARE OF TRAFFIC. I've been in there a few times where guys blow in doing all the reporting positions their instructor taught them and blow right through the patter and cut people off. And I'm not talking about student pilots. They are just OBLIVIOUS, do not listen and figure they are god so they're going where they want. Doesn't happen all the time, but enough to listen for people you know have no picture of the pattern. There are also the commuters, and they will look for a gap to sneak in, but I've never seen them cut anyone off. Takeoff you DO need to do the math and give it some thought (pending what you fly). You very well may want to figure out how much fuel to carry going out so that you're as light as possible (with needed reserves) when departing. Again, the headwind will help and there are lots of fields near by if you want to top off before a longer trip home. (THERE IS NO FUEL OR OTHER MAINT. SERVICES AT BID.) There is a slight rise off the departure end of Rwy 28. So you do need to make sure you can indeed climb. But it's not a mountain or trees right at the end of the runway. But if you try to take off and the DA has changed, it may be an issue. Bottom line is go give it a shot. It's a fun place to go. No... wait... don't go!!! We don't want more crowds there !!

Don't forget to send him the notification when it pops up on your screen about the pending message you're going to send him in 15 min...

I'd be concerned about how much resistance the petroleum jelly adds to the in line batteries. Sure people talk about using it for corrosion on car batteries. But there's a lot more amperage involved. And granted we're getting into the cooler months. But I'd also be concerned about where that PJ might be migrating to next summer when you're in having a bugger in 80-100 degree Wx. Apparently it does conduct electricity, so what happens when you start to get a film across the circuit board and then turn on your radio. Clean and dry is what is usually the recommendation I've always read in various manuals and gone by.

Um... Not really. PLBs are connected to SARSAT which is an organized as a treaty-based, nonprofit, intergovernmental, humanitarian cooperative of 45 nations and agencies. The RCC you're referring to is not really any different that Garmin's IERCC. So you can reach out to a nonprofit, intergovermental cooperative or a center run by a corporation. I really don't think there would be any difference in response time. They both reach out to the LOCAL Search and Rescue teams be it Sheriff's Dept, Nat. Parks, local PD or possibly the Coast Guard if you're along the coast. Neither "center" you contact actually controls or deploys any rescue resources themselves. They just have a big, and probably the same, database. (If some sales guy told you there was a difference, s/he fed you a line...)

I've flow with an inReach since back in the day when they first came our from DeLorme. PLBs are great, but the inReach is even better for hiking WAY AWAY from any kind of cell service in the NW. I've always liked having the texting capability of the inReach to relay what the emergency is or just sending a quick status to family. Currently have an Explorer+, but if I were to buy one just for flying, I'd look at their new(er) Mini.

My old airliner type lifevests probably still work... But it's not worth the chance anymore. Since I haven't been doing much long x-country or over water flights, they've been sitting in a little plastic box in the baggage area for a while. (Probably will send them in for servicing, but they are old.) So, anyone what to chime in with their preferred choice is these days and why? (If your vests are old like mine, what would you buy now?) I've been looking at a couple of front runners, but also notice (like so many other things these days) there are some serious back-order dates.

Is there a monthly cellular charge? Or does the purchase price include lifetime service?

Wow a new factoid. I never knew the older models started with the year they were manufactured. Any idea when they stopped that?

I don't have a G3X, but had looked into one. As you and others have said, there are some limitations with the internal VFR navigation. Everything I've *read* (again, no actual experience) says it's best to push all IFR flight plans to the GTN and just let it Cross-Fill to the G3X (in External mode). So you'd need to connect your iPad to the GTN with a FS510 or FS210. This way you go to the GTN that can interpret all the SID, STAR, Airway waypoints which are then Cross Filled to the G3X. Couple of comments I also ran across that I would probably follow if I had a G3X were: 1) Always run your FPs through the GTN even if VFR. This just solidifies familiarity with the process and mussel memory with the button pushing. 2) Forget the G3X has a Direct To button, ALWAYS use the GTN's Direct To button. If you do a D-> on the G3X, it does not create a START waypoint to send to the GTN. So the GTN ignores the FP change. If you do it on the GTN, it creates a Current Position waypoint, so it will Cross Fill to the G3X. 3) (Again) Send all FF or GPilot changes through the GTN so that it can interpret waypoints the G3X may not have in its internal DB.

I fly and hike with an inReach. Besides texting (what they call Messaging), if something were to happen, once on the ground you are in immediate contact with their rescue center. You can immediately tell them your condition and needs. As for the Messaging, you have a limited number of free messages pending which plan you have. But the Preset Messages are free. NOTE: If someone replies to your Preset Msg, that counts towards your plan. So just tell family/friends that when you send an update message, they should not reply "K"...

Have you reached out to Merlyn? Maybe sending your wastegate in to them as part of your Annual might me a consideration. I was actually in Spokane years ago and actually had them take a look at mine while I was there.

@jetdriven As others have said, check your bottle of Simple Green and DO NOT use what is probably the ORIGINAL Simple Green on your plane, aluminum car wheels, etc., etc. Read the label. SG does make other products that are okay for aircraft and other metals and surfaces.

No... All me. I just didn't read the full post.

Ah... Not seeing the "For Sale" in the Topic or at the top of the post. I thought you were looking for a replacement. Missed the price at the end... Probably was looking at the pics by then.