PeteMc

My original RAM yoke mount worked great. But I bought a new cradle for my new Air4 and it's just not cutting it so I'm looking for an alternative yoke mount. Any recommendations? Issue with the new cradle is that you literally have FORCE the iPad into the TOO SMALL lower corners. And it just doesn't line up right with the yoke so it's just in the wrong place.

Horizon has closed. There's another thread on this. They make reference to "designated repair facility" in the manual, but I don't know of any. Maybe somebody like Mid-Continent has the bulb.

Sad sign of flying commercial too much.... It's a habit that I put my pocket knife in with my shirts when I pack.

Well... At least they HAVE an Android version!!

They're hoping to be big in the Canadian and other markets that require Diversity ADS-B units. It will be interesting to see if they really can do it in that small of a package.

We used to fly a fair amount from NY to Spokane. But always when connected to a vacation and we'd pick places to stop for a day or two along the way.

For IFR, ALL of the sources are external. The differences are which source OR sources you are looking at. So, in your case everything comes from your 750. But some people may have a GPS source AND a separate ILS source. The differences in the display confirm that what guidance the 275 is showing you is really what you want to be seeing. In theory I could have the ILS dialed in on my 650 and a GPS approach on my 355. I should be seeing the Green ILS indicator, but if I mess up and didn't confirm that when I THOUGHT I changed radios I really didn't, I may be seeing a Magenta indicator. That should be a clue to me that I'm not looking at the ILS info. Basically a double check. Same with the < you may thing you're on a RNAV approach, but again, you may have something dialed in wrong or be on the wrong GPS and you're only getting reference.

@tuccio The 275 has a LOT more functionality than the G5. A lot of people compare them when just looking for an FD/HSI and if that is all you're looking for, then you can say they are similar. But there's a lot more the 275 can do and Garmin themselves have said that the 275 was created to greatly improve over the G5. G5 is a great device and costs less, so it is a perfect fit for some installations. But if you're really looking at the mission of the plane and all the various options out there, the 275 can really check a lot of the lists in one device. And a LOT more items off that list with multiple 275. But that also means you really need to look at the price tag for what functionality you want.

Per the manual, Horizon offers/offered a service to either Zero Time the or adjust the tach time. So it is possible. Has Horizon shut down already? Even if they're not doing any work, maybe they have sold off their internal service documents and they can give you contact info for a new service center.

The holes in my original panel were offset with the yoke in between the holes. But I never noticed it in all the years that the FD and HSI were not centered over the yoke. It was also when I was going to put in an PFD (Aspen) that I noticed it. Would have been fine if I was dropping in two EFT-1000s, but I was just doing the one and for additional reasons I went with a whole new physical panel and had the PDF cutout centered. Actually went with the recessed mounting, so I've got a huge square now, not the hole the Aspen can use. I've also heard some people talk about the placement of their PFD because of height issues. I'm guessing in the Ovation you don't have any issues, but some of the older planes may not have the height needed to center their PFDs.

Not just starting, but flying the plane. I've continually heard you really can't get the oil hot enough to get all the moisture out at a high idle. You really need to fly the plane for a few minutes. All the ground time does help warm up the oil, so you don't need to take a long flight, but you do need to go fly around with the engine at a higher power than you'd want to run it on the ground. Biggest maintenance issue I can think of after leaving the plane for an extended period would be the battery. Hopefully the battery will not be totally dead, but if you have an older battery, it might be. And then you should really trickle charge the battery. Doing a full rate Alternator charge of a batter is pretty hard on it. If it's not a sealed battery then there's a good chance it could boil over.

I'm hoping Whelen will finally get around to releasing an LED replacement bulb for their recognition lights.

Considering none of the pax survived.... How do we know it was Kobe Bryant's "...persistence to continue..." and not some other factor or person?? Not jumping on the pilot here, just noting that NONE of us know exactly what happened unless there is a recording or some other actual proof. And if they determine it probably was pilot error, sorry, you can't put that ALL on KB. To my knowledge he is not a pilot and was not PIC or in control of that helicopter. KB may or may not have been putting pressure on the pilot, but that doesn't mean they should have taken off, let alone kept going.

Besides the lack of uniform heating, you'd need to work out the logistics of "blowing in" the hot air. If you take a water bottle and blow in... how much are you really blowing in vs. just blowing some additional air in the top and increasing the air pressure. You'd need a tube or a flat guide to create airflow on one side of the filler to get the hot air into the bottom. Then as you blew in the hot air it would actually displace the cold air out the top.

The pitting is what I'd be concerned about. Is the structural integrity compromised? (aka strength of the tube)

I hadn't seen the reply from @ohdub and was curious what a controller would say, so I asked over in a FB Group with controllers. They all basically said the same as OHDUB that flying 090 is what would be expected. I know I would have done the same thing.

Regardless of the lock, no lock discussion. When I arrive at the airport I unlock the Passenger door and then the Baggage door AND my keys stay in the Baggage door lock. When I'm done with my pre-flight, loaded any baggage, etc., etc., to go anywhere I need to get the keys which makes me check the door. (And on my keys the plastic color code is Blue for the ignition because of the 100LL color. )

Hey, if it can't read my mind, it must be a piece of junk...

Early on is when it may fail. After you've flown and you know it's charged, disconnect it as Robert suggested for a few days. Then see if it has lost much if any of the charge.

I wouldn't say the T or inverted V is out of date if you're flying steam gauges. But you're right, with the newer electronic displays, there is no real "standard" to follow. I have an Aspen and GI275 as the backup AI. 275 is located in the upper right next to the Aspen. My primary DG is the lower part of the Aspen, so it obviously is still in the lower part of the panel, but I've positioned the iPad so that in flight it does not block anything. Also, I had heard lots of stories about people having trouble getting used to the Turn Coord. presentation in all of the newer displays, so I kept my TC to the upper left. Eventually I'll get around to replacing it with a 2nd GI275 MFD (or with whatever is out there at the time that makes sense).

I have a KNS-80 that was recently pulled out. Working fine when it was removed.

Not the lead I was asking about.... Are there any ADDITIVES in 100LL that may be an issue? I doubt there are. But I really don't know and was curious if there is something in 100LL that a little engine designed for modern auto gas wouldn't like. Especially after some storage time.

Okay.... So what does leaded fuel do to a fuel system that's not designed for leaded fuel? Are there any additives common to leaded fuels that can gum up the system? And does the generator really have a Carb. or is it injected. Some small engines these days are injected.

But as I understand it, ground based NAV aids are not going away. They're just being reduced, maybe greatly reduced, but not eliminated. I just tried to find the report I had read a while ago, but I believe they're keeping enough of the High Powered VORs that you can still navigate the full US. Granted you'll have to do the TO and FROM switch mid way, because there will not be enough VORs to always be flying TO. But I have no plans to get rid of my ILS/LOC/VOR option any time soon as GPS can be messed with very easily.

Even with the cell and now ADS-B coverage in the US, I always fly with my InReach. I just have the basic subscription, don't see the need to constantly be showing people where I am with the higher level options.