tmo

I'f think a good sim would double as an efficient space heater... Then again, maybe enclosing a small area of the hangar (even a tent-like structure) would help?

IOW Her Majesty doesn't need to have third parties reassure her of her status, as opposed to numerous other officials (you would think that God would be as keen on saving the Queen as his other agents on this Earth, yet they don't seem to agree (see WYD TFR)). (yes, trying to sound funny, no, not making fun of Her Majesty, far from it)

Didn't you have massive TFRs for the Olympics, at least around London? I seem to recall we had lots for the EURO 2012, some volleyball tournament, and for World Youth Day. So much for separating church and state...

The Grumman AA5 family has life limits on / around the spar.

I see what you did there with that thread drift attempt ;-)

Well, if it (the runway excursion) ends up with an engine teardown it sure is an accident to the wallet... Even if the FAA doesn't think so.

So I am not the only one to despise PayPal, yay! And in what swell company... :-)

He said "CAMO" (Continuous Airworthiness Maintenance Organization, if memory serves me right) so he is under one of the EASA regulators, and has a CAMO that is giving him a hard time. He likely needs a new one, one that is willing to work with a private owner to solve a problem, not just to create one and gold plate everything, or go to an owner declared maintenance program and loose the CAMO.

So in Garmin's world a PDF that essentially is a customer-oriented summary of marketing materials on a product web site trumps installation manual? ;-)

You paid the CA tax ;-)

Looking at where the certification of the Pipistrel Panthera is, the jury is still out. The bigger brother of the DA50, the DA62, is reportedly selling well and a workhorse.

@LANCECASPER in 11 you want whatever senders you have; if you have CIES, they can be configured to be either frequency or voltage or resistive as well (so they work with original gauges). See their approvals list - look for "Signal Output Options". I believe the color of the signal wire is related to the signalling type, but cannot find a reference. Found it - see the CIES STC Install Manual section 4.4. Blue: FuelQty “OUT” in Hz Green: FuelQty “OUT” (0-5V) Purple: FuelQty “OUT” (0-280ohms)

With the disclaimer that I don't have any glass in my plane, nor much glass experience either, I don't see much value in just another engine monitoring system. I don't also foresee a big move to glass for my plane in the near future. On the other hand, if you're talking adding the ability to display engine data in addition to other "glass cockpit" features (what @rbridges is talking about) then it makes more sense. But I probably would still buy an engine monitor from EI/JPI, audio panel from PS-Engineering, navigator from Avidyne, and glass from Aspen (the biggest uncertainty, given the new Garmin GI-275 devices, the AV-30 and so on that can drive my KFC-200), etc. Also, Garmin has a lot going for them with the GFC-500. I'm really cheering for Dynon, and a little bit for the TruTrak to become a real IFR autopilot. The new STEC stuff seems to be prohibitively expensive in comparison. Hope the above makes at least some sense...

But the sound and sight of them starting up is da bomb... Three at our field, two work horses (meatbombing) and a museum piece that flies to shows.

The new Yaris GR is a 265hp 1,6l 3 cylinder 1300kg (<2900 lbs) AWD toy that only comes with a 6 speed manual...

For the home sim setups like XPlane seriously consider a forced-feedback yoke. I don't have one, but everyone I know who does says it's great and I plan on getting one, probably before next winter. Also the RealityXP GNS/GTN sims are a must-have add on for a realistic experience. Not sure there is anything available that does the IFDs well. The key difference, as you note, is if it will work for the user to be current (know what to do in what sequence), proficient (do that with their equipment), or legal (be able to log / use legally). Each of these introduces different, mostly incremental, requirements.

Well, depends on the power - the ultralight folks seem to be using Subaru engines, and the old VW boxers, I've also seen a BMW motorcycle engine used. Unless they take the easy way out and get a Rotax. But those are relatively low power, nothing mighty like what you all are talking about.

There was this RV8 and a Reddit thread about the subject. Not a Mooney, but...

Why "stop production and change" instead of "start also making an EIS / engine monitor"? The above asked, I have to ask why. Aspen doesn't have a wholly integrated suite like Garmin does, they play nice with JPI / EI, why not focus on what they do best and making that even better?

Now I feel left out, as does my Mooney... :\

At a risk of sounding stoopid, it isn't the linkeage between the cockpit prop control and the governor, right? It could fail in / to a forward position?

You fly XC and you take care of your plane because it is your plane. Our club planes are mostly (read: 85% of the hours, and 100% for some of them) used as primary trainers, beating circuits or flying "XC" at 2000 AGL. Plus the instructors are more interested in flying (hour building) than if the engine makes it to TBO - they aren't paying for the OH. This year we had early OHs of three O235's in our C152's this year, I kid you not, one of them was a sub-800h TSO engine. A really bad year in terms of TBO.

A long long time ago we used to do similarly looking internet traffic visualizations...

OK, so it looks like I have a problem with definitions. I always understood "mogas" to be "autoMOtiveGAS" ie. the stuff you buy at the pump, and that you can put in your airplane under certain conditions, one of them being lack of ethanol. This is certainly true when you say "mogas" to a Rotax owner, as the Rotax engines are approved for up to 10% ethanol content (E10). E10 is the "lowest common denominator" available at the corner gas station pretty much anywhere except for places like Brazil. Anyway, getting back to the subject at hand, if the engine is designed to run on E10, which we know can be done, then no problem. I'm pretty sure the LS3 or whatever is. As a tidbit - Lycoming SI 1070 allows the use of automotive fuels in many Lycoming engines, including some IO540 variants. While they don't use the word "mogas" they do say "pump gas". They also allow up to 1% of "oxygenates" which I believe includes ethanol. Enough of the thread drift, apologies.

What is the difference?