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I had an issue on my Garmin units that dealt with the buttons not working. The cheap fix (if it works) is to press the button(s) about 50-100 times in a row. I did it with the unit off. If there is any light corrosion underneath the button it can clear it up. Hopefully that is the problem. Brian

I had a similar issue with my nav data card. Everything worked except the nav data. I re-racked the 530W and that fixed the problem. So far anyway. If you have another garmin unit with terrain you might want to switch cards to see if it travels. That is how I figured out it was the 530W itself. Suspect Card worked fine in my 430W. Brian

Criminal. And depressing.

In a previous turbocharged airplane I had a similar issue and it ended up being hoses going to the density controller had gotten hard and cracked. Vibrations would make an intermittent leak and cause surging. As part of your troubleshooting I would check all hoses in and out of your turbo system to see if they are intact. Do it by feel if you can since the way we found this one was the mech grabbed hold of a hose and it broke apart like PVC pipe. It looked normal otherwise. Brian

I know this is old but.... Brian

Waaaaay back, Bill Kershner was a leader in authoring aviation training manuals. He was able to write and illustrate concepts that made it enjoyable. I believe ASA has bought out the rights for them and publish them now. I'd look at those. The Student Pilot's Flight Manual is the title of the primary one. Brian

I understand why you are not happy with that situation but how often do you fly with the door open? I would not give up all the positives of the AOA system when working normally for the off chance you have a door open and it no longer works correctly. Especially now that you know and can de-power it if the door open again. Where I fly for work we have a AOA system installed and it has saved us damaging airplanes at least three times that we know of. Probably many more that are not documented. I would not want to operate without it again. Humble opinion Brian

I think the previous poster was talking about transport category airplanes. Which are generally swept wing and have different stall characteristics then our straight wing versions. Where I work we also have a similar gust factor addition. Ours is half of the wind speed above 20 kts OR all of the gust factor, whichever is higher. This is added to our "ref" speed which is usually 1.3 Vso. We don't add both. So in the above example it is only the gust you would add. 12 kts. If you had a wind of 35 gust 40 it would be add 8 kts (half of 35-20) which is higher than the gust speed of 5. Granted this is all for bigger airplanes with more critical wings. Most of the other suggestions here by other people should be spot on for our airplanes. IMHO the less speed you add will help with landings. Add enough to counteract the variable airspeed and leave it at that. Brian

I have the Robotow. Works fine (probably similar to sidewinder). In snow and ice it will not work for long. (friction wheel ices up). Battery lasts a long time. Plenty of power. I have to ease the switch on or the nose gear looks like it will fold up into the wheel well. Brian

If you end up more towards Colorado Springs, I have a friend with a hangar near Peyton, CO that he probably is selling. Brian

Thanks all. Just talked to a local shop and he said that would probably be the plan. Brian

Has anyone else ever have a unit where the database (nav) will not be recognized when the unit starts up? I am pretty sure that it is a hardware issue with the 530 and not the card or database info. I have a 430W also and I switched cards and the problem does not travel. Also two different nav database cycles. Brian

I came through the east side of this area about nine hours earlier to this. I was fortunate I could pick my time to fly. Day prior was not doable for snow up in New England and today that weather has moved across and making it pretty sketchy for light aircraft. Flight plan was from RUT-GWW-PGD.

92 J. Increase 10.9%. Global through Falcon. 1M/100k. $120k Hull. ATP 12,000+hrs. Only 50 hr in the Mooney. 300hrs total last year. Brian

Interesting article in the Feb 19 issue of Aviation Consumer. Gist is that the insurance market is tightening up and rates are probably going up across the board for all GA. Highest in the private-owned turbine aircraft, but all will probably see increases. Not an excuse to decrease gear up landings but it is probably is not one of the main reasons our insurance rates are increasing. Brian

Thank you everyone. I’ll see how your advice works out. Brian

Does anyone have a suggestion for getting a Hydro test done on a portable O2 bottle that is due. Precise Flight Aluminum bottle. If it matters I am located in the Northeast US and would prefer local to shipping. Brian

This unit only works on the older Silver labeled WAAS card for Garmin 530/430. I do not know if it will work on non-WAAS cards. If you have or are planning to get the newer orange cards for your unit, this will not work on those. Brian

I am using Hildt Aviation in Bennington, VT (DDH). About 90 NM from ASH. They are familiar with Mooneys. They did my first annual and were pretty thorough which you could see from the final bill. $$$$. That joke aside I believe they did a great job on my J and it is flying well with 12+ hours on it since the service. I asked him about PPIs and Jaime (owner/IA) likes to do an annual inspection for the prebuy. You would have to discuss with him how much you would want to get into that. They are very personable and willing to work with customers on most things. Hildtaviation.com for the website. Brian

Seth, I agree with this strategy. Depending on what you will be flying after you get the license most times it will be a conventional setup T/P/M across the power quadrant and the muscle memory for the engine out scenarios will flow easier with just the one style. So Duchess, Seminole, Senecas, and (other pipers) all will be the best/easiest for that knowledge transfer. Funny thing for the multi-rating you spend 2/3 to 3/4 of the time flying on one engine. If it is less than 10 hours (most pre-paid courses are) you really just get the basics and enough experience to ink your new certificate. Actually managing a multi-engine well in normal ops will be learned as on-the-job experience once those nasty MEI's stop "failing" engines on you. Action Airlines in Groton has a good reputation (safe) earned over decades of training. Same with ATP. I don't mean to exclude the others, but either will suffice well for you. Brian

I have had only great experiences in 2018 at FBOs. Wilson Air Center - MEM; Sheltair - OCA; RaleighExec Jetport-TTA; Mckinley Air-CAK; Virginia Aviation-PVG; Lumberton Airport-LBT; Million Air-HPN; Punta Gorda-PGD; Columbia Air-RUT; Morse State Airport-DDH; Signature-BDL. All treated me like I was their only customer, which at two I was, and provided exceptional service. I would recommend all of them. Brian

$0 for State of Alaska $75 in city of Anchorage

I bought From All American earlier this year. I was given a list of shops to do the pre-purchase and I called around to decide which one. The annual was done on the field at Kestrel and while his name was on the PPI list, Jimmy suggested to go elsewhere believing that it was better to get a different opinion then the shop who performed the annual. I still think AAA did right by me with the whole purchase process. In addition there are different levels of pre-purchase inspections. Usually the price coincides with the thoroughness of the inspection. With these older airplanes you normally get what you pay for. Back handed way of saying if you go cheap on this you will probably find some unexpected fixes down the road. Brian

Special Issuance. It is a letter in regards to a Medical Certificate that requires a waiver for certain conditions. Brian

If you are still looking/needing to sit in one in December, I'd be happy to show mine when I return. Or if you are in the Killington, VT/RUT area you can stop by and see it. Brian