Skates97

Make sure that your iPad is connected to the Stratux, or you can connect a laptop via Wifi to the Stratux. Open up a web browser and then put http://192.168.10.1 into the address bar. It will pull up a status page and allow for different diagnostics as well as settings.

Mine will show zero at startup but I will see anywhere up to 10 or so on taxi (Door/window open). If I am not pointing into the wind at run-up I have seen up into the 20's. I sometimes see the number come up on climb out but it drops back down to zero in cruise. Your backup "pill" will not react as quickly as the sensorcon. It requires elevated levels for a period of time before it shows a reaction. If you are talking about the standard dot that a lot of people have it lists this on the AS site. What is the threshold in PPM for this detector to turn to black? 100 PPM 15-45 minutes / 200 PPM 4-5 minutes / 300 PPM 2-4 minutes / 400 PPM 1-4 minutes Your Sensorcon should start beeping at you at I think around 35? That gives you a lot of time to make adjustments, open/close vents, heater, door, window, etc... and correct it long before that dot is going to show anything.

I have found a lot of information in old zombie threads through google searches. I don't think it is so much the thread itself as it is resurrecting it through a new post. One feature I have seen on some different forums is a warning when you go to post that it is an old thread and "do you really want to post" message. I'm sure that is a built in option depending on what powers the forum.

I like that, but in the interest of making the numbers easier I would say divide by 1/1000 of the hull, ie: 160k hull value would be 160. Really we aren't looking for an amount per $1000, we are just looking for a comparison figure. It's much easier to compare whole numbers than fractions of a penny. 1800 / 160 = 11.25 (Standard) Mine would be 1070 / 36 = 29.72 (Standard). It would make sense that with my fewer hours and only a VFR rating it would be a much higher rate. Edit: For ghee whiz since I've been trading emails with Falcon the last couple days about my renewal, I asked what the rates would be today (all my current info) if I increased the hull value to $46k, if I had added some avionics to the plane. They said it would take the rate up to $1,139. This is where comparing rates becomes more tricky as increasing hull value does not increase the rate in a linear fashion. If you took the same 29.72 number I had above it would have gone to $1,367.

Yes, hull value and sub-limits affect rates and I stated that I had not changed any of my coverage limits. I was mainly pointing out the % decrease/increase year over year while maintaining the same coverage limits. I find that it is fairly pointless to compare my rates with someone else's as the algorithms/matrices that the underwriters use are fairly complicated. However, seeing how much someones rate changed as a percentage while they kept the same coverage seems more applicable in my mind. (Then again there are a lot of things floating around in my mind...) For what it's worth, hull is $36k and sub-limits are $1M per occurrence, $100k per subject, no deductible.

I also just renewed through Falcon. Mine changed from Starr in 2016 to Global in 2017 and is with Global this year as well. The free Global Breakdown Assistance with SavvyAviation was also included as a nice extra. I have read of other's rates going up and mine did slightly, although possibly due to not as many hours flying this past year, I only flew a little over 100 as opposed to the 140 the previous year. For what it is worth, here are the rate changes, the percentages are probably more applicable as everyone's hull/liability amounts are different. I have kept mine the same so any rate changes were not due to changes in coverage. No additional ratings gained, thinking 2019 might be the year for the Instrument Rating. 2016 - 58.6 hours total time (all in past 12 months), new PPL, no complex time or time in type $1,525 2017 - 201.2 hours total time, 151.1 in past 12 months, 142.6 retract and in type $1,005 (apprx 34% reduction) 2018 - 303.9 hours total time, 102.2 in past 12 months, 242.6 retract and in type $1,070 (apprx 6.5% increase)

I back it up regularly as well as printing off new pages. If they go belly up the most I will lose is a month of flights which I can easily reconstruct from my notes on my knee board and EFB.

If you are looking for a digital logbook, I have been using myflightbook.com since I began flying 2 1/2 years ago. It has options for instructors to sign it digitally, keeps track of currency, airports visited, routes, distances flown, etc... You can pull up analysis of flight times, landings, just about anything that you want to put into it. You can print it off, print off an 8710 form, start and stop flight times on the phone/tablet app, and best of all is that it's FREE. It does not have the social media aspect, but I don't need that. If I want it I just post on my blog or FaceBook. The see where your friends are flying may have an appeal to some, but I can't think of where it would be useful to me. I'm not going to be looking and say "Hey, looks like Bob is flying around near xxxx, maybe I'll head out to the airport and try to meet up."

KAJO Corona Municipal Corona CA Corona Airport Cafe KCMA Camarillo Camarillo CA Waypoint Cafe F70 French Valley Murrietta CA French Valley Cafe KRIR Flabob Riverside CA Falbob Cafe L52 Oceano County Oceano CA Rock and Road Diner Filled in the blanks on the CA ones. French Valley has some of the best food I've had at a decent price. The portions are large and the prices reasonable. The Travelaire – Grilled chicken, swiss cheese, bacon, and avacado The food at Camarillo is very good as well, just a touch more expensive. Norm's Hangar Coffee Shop at Brackett Airport (KPOC) in La Verne CA is pretty good too.

Like Anthony said, it flips to the off position. I had it happen with my landing light. Had some work done on the plane and when they buttoned it back up they had left the wire for the landing light too loose and it melted to the exhaust and flipped the switch. Tried turning it back on and it flipped back off, left it that way and investigated once on the ground. I don't turn it on for switching tanks in my plane either, switch tanks, watch fuel flow on the EDM, and fly on.

Yep, I was planning on doing @takair's conversion already but there have been other things like the governor replacement that took priority. Now it's looking like a prop reseal will set it back just a bit more. Here's his thread on it and there is all the information on his website. http://flightenhancements.com/index.html

Thanks, I was chatting with Cody via PM over the weekend and that option is at the top of the list.

That's the same place I am planning on putting it.

Exactly! I took my oldest daughter and her two kids, (8 yo grandson and 5 yo granddaughter) flying for the first time a few weeks ago up in Redding. (Yes I am far behind on my blog posts...) I explained all the rules to them about when they could talk and when they couldn't. I also told them that if they tried to talk when they shouldn't I would switch off their headsets. On takeoff they did well and were quiet. They loved the flight! I called up tower on the way back in and told them they had to stop talking now. That instruction lasted about a minute. I gave them one more reminder. On about a two mile final I reached up and switched off the intercom. I think they were still chatting but I couldn't really hear them anymore. We cleared the runway and as we were taxiing to the ramp my daughter said "I wish I had a switch like that in my car!"

It really is interesting how the brain works. Cognitive overload is an interesting experience that I have not had very often. In fact it really caught me by surprise when I was first working on my PPL. The first time it was the radio call that I couldn't make. I knew what I wanted to say but couldn't get the words to come out right. It got a chuckle out of my CFI who proceeded to make the radio calls for me. More time and experience and the radio calls come naturally now. On a recent flight as we were descending into the Sacramento area landing at Davis they gave me 5 frequency changes/handoffs in the last 16 minutes of the flight and I didn't think anything of it. Visiting my folks last week my dad said "Did I ever tell you about the formation touch and goes we did in training?" He then told the story of how he and another trainee were flying formation in T-38's. Their instructor pilots, a couple of guys that flew F-4's in Vietnam, asked if they wanted to do some formation touch and goes. It sound fun, they said sure. They flew the first one with my dad as wing-man and then switched and my dad was lead for the second one. It was uneventful and they didn't really think anything of it but after they landed they were called in and asked who had authorized it. They said their instructors had suggested it but to their knowledge there weren't any regulations against it. (There really wasn't, yet). The next day the instructors had to meet with the officer (can't remember his rank) over the training wing and they were read the riot act. Turns out he had been out at the runway watching at the time they did the formation touch and goes and was not pleased. By the end of the day there was a regulation in place for the training wing that there were to be no formation touch and goes.

I've had my eye on these since the first time I saw someone post a link to them. I actually like that it keeps the traditional look of the panel, not that the big glass panels aren't nice, but these bring functionality while keeping the nostalgia of the classic panel.

Mine was new 11 years and about 600 hours ago. Nothing on the cowl and windscreen as of now. Researching options.

Flew about 2 1/2 hours today and upon landing have some very light grease coming from the root of the blade. Last time it was greased was annual last December so it's not a case of grease coming out after getting serviced. @Cody Stallings White line in the picture is not a scratch, just the way the light caught that spot.

Well, I suppose I'm just a newbie in terms of flying, PPL just over 2 years ago and will hit 300 hours tomorrow on my way to Phoenix. However, I set my own personal minimum of 1 hr reserve when I land and I have always met it. There's a few things in flying that should never happen, one of those is running out of gas. I believe that if you look into the pilots that run out of fuel you will find pilot error in most of the cases, failing to check fuel levels before taking off, trying to stretch the flight time, thinking in terms of distance flown instead of time, etc... I stand by my previous statement that checking fuel quantities prior to departure and proper planning will ensure I don't run out of gas. I suppose I should add proper management in flight (tank switching, monitoring flight time, etc). I do have an engine monitor with fuel flow that is accurate to about 0.2 gallons over a 3 hour flight, but even without it I'm not going to run out of fuel. Have I made unplanned fuel stops on long cross country flights when the winds were different than forecast? Absolutely, because you will never find me trying to stretch it to another airport. I will add that a pilot that only relies upon his/her fuel gauges runs a higher risk of running out of fuel than one that properly plans and executes the plan. As others have said, I'm not quite sure why we can't worry about more that one thing, ie: fuel starvation and collision avoidance.

I have "working" fuel gauges, although they are only accurate when empty. However I don't need them to keep from running out of gas. Checking fuel quantities prior to departure and proper planning will ensure I don't run out of gas. This is my experience as well. On a recent flight I had the other plane on my tablet and ATC was telling me where he was, we were on a converging course about 500' apart in altitude me heading northwest and him heading northeast. Despite that I still couldn't find him and ATC finally said "If you can't see him I suggest you climb" so we went up 1000'. We finally saw him when he was about 2 miles off our right side. I think this is true. When you program in a route and let your autopilot follow it you are going to be much closer to the center of the airway instead of a couple miles off to either side. That makes the "big sky" just a little bit smaller enroute than it used to be.

In the southwest I don't use the heater much... so these numbers are all without heat on, although with the vents open. I see around 10-15 on the ground. On climb out it is random and I have given up trying to chase it down after replacing door seals and checking all kinds of other areas that it could be coming in from. Sometimes I see 30-50 in the initial climb and sometimes it is 5-10. Once in cruise it always drops to 0 and then I will see it coming back up to around 10 on descent and into the pattern. I did turn on the cabin heat yesterday just to see if it had an affect and it crept up to 2, once the heat was off it went back down to 0 so I will be looking at that with my IA when I do the annual next month. A reading of 1-2 doesn't concern me, but I would like to know where it is coming from and if it is going to get worse. I was able to repeat the results by turning the heat on and off so I know it is related to that.

A great flight back from Phoenix to SoCal today. The sunset lasted for about an hour, it was amazing. Here's a few pictures, more over on my blog. I think I took about 40 pictures, every time I thought it was going to start fading away it just got better. https://intothesky.us/2018/11/04/sunset/

That's why I pin mine together with very tiny safety pins, makes it easier to keep track of them.

Is it sometimes just a case of "I have a special price for you, my friend?" Sure it is. There are times though that having a long-standing relationship with the lender allows a bit more leeway, speaking not from the standpoint of the consumer sitting in the chair but the guy in charge of all the financials for multiple dealerships. In my case I knew exactly what the market rate was for a candidate with my income, credit rating, etc... and the rate on my loan was substantially lower.

My experience buying planes is just the only one I bought, which I had to put extra down on because the bank did not think it was worth what I and the seller thought it was worth. I do however have a fair amount of experience with financing of autos after 25 years in dealerships and I think @KSMooniac makes an excellent point. I have seen plenty of people get financing that didn't have the right credit, the amount financed was higher than what "should have been" financed, they received better rates than they technically should have qualified for, etc... In every case it was because the Sales Manager or Finance manager called in a favor with a bank or credit union branch president that they had developed a professional relationship with. In fact, the last car I purchased for my wife we sat in the Finance Managers office as he called up his contact at the credit union and said "Listen, this is our Controller and he's buying it for his wife, I need you to do better than that." When he hung up the phone we had a rate about as close to zero as you could get. I think with your track record/history you could have (or may already have) a couple of contacts that you could lean on a little to get some of those contracts bought.