PeteMc

I've also had good luck with the Anker Cig/USB adapter and their other products.

This thread just happened to catch my eye, I was on an AOPA ASN Hangar webinar earlier. Here are a couple of things I took away tonight (though I do not have a hangar). It looks like @Larry posted the FAA regs. They apply if there is Federal money given to the airport. Also, for a short period there were much stricter rules (could not build a plane in a hangar, no fridge, no chairs, etc.), but those have been changed. So if your Apt Manager spots off some really strict FAA rule, make sure s/he has the latest info and is not going off the stricter rules. But they do have to follow the Federal rules if they take Fed. money. Also make sure you're fully aware of what is in your lease. Over the years a lot of people keep "adding" to what's in their hangar. Even on a private airport you might be in violation of your lease. Also make sure you know what happens at the end of your lease or at the end of the last renewal you're eligible for. The other BIG issue that is hitting TX and apparently moving to other city/states is fire suppression. There are updated building codes which are looking at hangars in a different light. Also fire inspections are changing and a lot of people are getting grief for having a case of oil just sitting out on the floor or a shelf. So a lot going on that those of you that have hangars should be aware of and watching out for. AOPA is apparently trying to reign some of these crazy things in, but everyone needs to be aware. Now if anyone knows anything about free standing hangars that could be put on a ramp, I'm trying to get more info.

Did anyone actually answer how to do a basic test on the gauges before you need to start pumping fuel out of the tank? I probably missed it going through the messages (lots of good stuff), but didn't see anyone answer this part of your questions. Start with the tank you are NOT testing full and take off and run on that tank for a while. Then switch to the tank/gauge you're testing and run it down as far as you are comfortable. Go to a level fueling ramp, hopefully one with a newer digital fuel pump, and take note of what the gauge shows. Then fill to the 30 gal. mark. Fill slowly as you get to 30 and stop with the needle in the middle. After the tank has settled and you're sure you're at 30 add what you showed before fueling with what the pump shows and it should = 30. Then continue to fuel to the bottom of the flapper, which should be an additional 6 gal. for the K (36 per side for 72 usable). If you have a JPI, then tell it the tanks are full and go fly ONLY on the tank you're testing (don't test both, etc. since you know the other tank is still good). When you come back the pump number and the JPI Fuel Used should match. Then some day when you've run the other tank down, check it. If there are any questions, then go the full route of having a mechanic empty the tanks and check all the gauges.

Knowing nothing about carrier takeoffs, I could see it as a possibility. I'm *assuming* the catapult has to put some downward force on the plane and I'm also assuming that even in rough seas the planes do not bounce when they launch. So when the weight comes off the wheels they're either flying or something happened and they're about to get wet.

That was my question reading the update on the incident. And re-reading it again... it said the gear handle was down AFTER he exited the plane. So it is quite possible the handle was Up and he put it back Down. As others have said, some folks like to live dangerously with the position of the gear switch or how quickly they bring up the gear. If that's what happened here, he learned why it is REALLY REALLY DUMB to do it.

Can you run this by me one more time? What am I missing? Gear handle was DOWN. The mishap was on TO (takeoff??) but he exited the plane???? If it was on takeoff, I'm guessing you're saying that he lifted off or bounced off the runway and the gear retracted and he settled back down onto the runway? But I'm still missing the circuit breaker being popped. So if the there is no power to the motor, how did the gear retract? Did they swing freely somehow so that they were not still locked in the down position?

Just left ID and in Seattle for a few days before we go back east.

Just know what the Advisory say, so I would guess so. I didn't look, but don't they also say that it is not recommended you reboot while airborne and to land as soon as possible... Or am I thinking of some other device and not the GPS. NOTE: Remember the Advisory was for the GTN, I was wondering if it was relevant to the GI275 issue.

Does anyone know exactly what happened? He may have flown by Albany before he knew he had an issue.

By any chance did you start taxiing before you got the 3DDiff? I don't know about the 275, but there is an Advisory out for the GTN: Taxiing before the ADS-B GPS source has calculated an acceptable GPS position, will result in an incorrectly transmitted “airborne” Air/Ground status.

I actually went with the Diversity option on the 345. I know it's not required yet, but Canada keeps moving that direction and hope to be making more trips up that way. Figured it was easier to just put in the antenna and get everything done on the initial installation.

Actually, crossing the mountains does bring up a good point. You might consider buying or finding a friend that has a Garmin inReach to borrow. https://buy.garmin.com/en-US/US/c16841-p1.html The Mini is fine, but I happen to have the Explorer+ I also only have the basic SOS plan, though I know people that have the plans for full tracking, unlimited texts, etc. Originally bought it for hiking way out in the boonies. But immediately started turning it on before every flight.

I can tell you I'm very happy with my GMA345. No experience to compare the PMA450B.

Have you hooked up your phone yet? People say the call is crystal clear.

Depending if you're trying to get there quickly or you've got some time. Maybe pick some places along the way that maybe you would go to otherwise. We stopped in KRAP and went to Mt Rushmore on a flight to Spokane one year. Worth seeing at least once and there's some good hiking around there. Also maybe Flathead Lake, MT or Coeur d'Alene, ID. This also gives you the "IFR" (I follow roads) option and you can follow I-90 through the mountains if you're going VFR.

Garmin does not post Firmware versions on their public website. They expect you to waste the time of your avionics guy to look up and tell you if a new FW version has been released. If I were an avionics vendor for Garmin, this would be on my list every time they I talked to my contact with Garmin. Really, Really dumb way to provide generic info that should be available to all their installers as well as all their customers. (I know Garmin is big... but I don't think that the issue here. Seems like they've got some people in positions of power that just don't have a clue.)

I talked to Whelen a few weeks ago they told me a LED replacement was on the boards. Obviously not going to tell me if there's a development team assigned, etc. etc., but I do believe they are going to make the LED option. My guesstimate from the conversation is a year, but possibly much sooner pending how they allocate their resources. So lets hope there's a little block in their production schedule that this project fits right into and they do it a lot sooner.

Per item??? I can see them charging for their time. But if it takes them an hour to simultaneously update 5 boxes, I'm not sure why you think it would be okay to charge 5 hours.

I have some relatives, friends and a acquaintances that used to try and stay anonymous. So I'm just curious if you really think it's working? Not trying to be argumentative or judging, just curious why you think you are anonymous and more the fact that you'd take the risk by not taking the vaccine because of it? I'd question (okay, sometimes rag on them over a beer) if they really thought they were anonymous... Some still think they are, others have stopped trying due to the reality-of-things (yea, I'm coining IOT). My usual questions if they thought it worked was to ask if they paid taxes, worked for a company or were paid by companies, had bank accounts, had/used credit/debit cards, had any kind of EZPass or sticker on their car, owned a car, etc., etc., etc. Oh... And do you post in public forums?... If I looked you up in one of my search accounts would I find all the addresses you've lived at?... This is usually when the reality sunk in. I'm not opposed to your trying to stay anonymous and wouldn't mind it myself. But unless you're off the grid, which would mean you couldn't be here, I contend that as much as you'd like to be, you're really not anonymous. And "big brother" is not so much the Gov. as it is Big Business trying to customize ads for you. (Luckily they make browsers and VPNs to help with that...) So I'd say go for the vaccine. They already know who you are, so stir the pot a bit and do something "they" are not expecting you to do!

And is there any terrain near by? My screen would be back at 5080 flying around my airport.

I don't do updates via Pilot and the 510. But when I do them via the SD Card, the Database Button appears right after power up. So don't push any buttons when you first turn on the 650 and see if "Database" shows up after it recognized there is an update available. Might take a few seconds since the iPad needs to connect to the 650 and then they need to compare databases.

So what do people think the "best seats" are that are out there??? (Guess I better limit the comments to 20 words or less!!! ) Years ago on my first X-US I was pretty stiff after the first day (we usually take at least 2-4 days to stop at places along the way). The next year I had Tempur-Pedic seat cushions and lumbar cushions for our backs. It made a HUGE difference. So I'm trying to figure out if I should redo ours (orig. 1980 K) with memory foam, look at Oregon Aeros (which I haven't looked at in years) or if there is someone else out there now?

Sometimes things don't show up right away on the JPI. My one emergency landing did not show anything on the JPI, or any of the other instruments, until well after it was decided we were landing NOW. So even if he did have a JPI and it was in his scan, still may not have told him anything. AND... Has anyone heard any more real details? Spoke to a friend that lives in Warwick and there are lots of "facts" floating around from non pilots. Just curious if anyone has learned more from the Pilot or anyone at the airport that has real facts/knowledge. Maybe a potential Learning Experience for us? And he better damn well log that LANDING! Did a great job and DID walk away from it. ADDED: One correction. My JPI didn't show anything at first. After I did a few more scans of everything it did show the dead cylinder, but by then the decision was already made to land. So I didn't mean to imply that the JPI does not give good info. But it can only show you what the sensors tell it. And sometimes there's a lag.

So when flying around you should see black or maybe some yellow. If you get closer to terrain (mountain tops) it should show red. But you will not hear or see any warnings. If you get really close to something OR the GTN calculates that you're closing on terrain, it will give you a screen warning and if connect to your audio panel, you'll get an audio warning too. Closing in on terrain can be straight at something, not climbing fast enough (which is really straight into something) or descending. HOWEVER, if you're near an airport, you will not get the alerts as you descend to land. (Wouldn't that be a pain!) So in my example, if you can descend at a pretty good rate (you don't need to go out of the normal envelope), you should get a warning. And KNOW the area so there are no tower wires, etc.

I'm pretty sure it's one-to-one, it needs to be connected to the primary Nav/GPS source.