Davidv

I've done some touch up painting myself with a help of a friend and it was pretty easy. The first time I bought aircraft paint that was matched to my color, hardener, used a spray gun, wet sanding ect… and it came out pretty good. You could barely tell that it wasn't the original paint. The second time I brought my avionics panel to finish masters and within 10 minutes they mixed the color using a high quality auto paint and put it in a two stage spray can. Having done both ways, I'd go with the second. The difference in quality of the job is definitely noticeable (if you are a foot away) but if you are touching up to protect your metal and not win an antique plane beauty contest go with method #2. David

I get a few more knots at that altitude - at 2X the fuel.

I could be wrong, but I believe what flight aware does is divide your distance by ETE to do a “filed” speed calculation. Clearly this isn’t the TAS that you filed but some other calculation that factors in headwind/tailwind component. I haven’t read this anywhere but that’s what I’m guessing it is after seeing similar inconsistencies on my end.

Thanks, I’ll look into that and mine have about 250 hrs on them.

No, I’m running at the same power settings as I was previously, but I never really had a good TIT indicator and this is the first time that it seems to be working correctly after he changed the probe. However, I’m seeing EGTs in the high 1500s so it appears that a TIT 75-100 degrees hotter wouldn’t be out of the question.

Thanks, what kind of EGT’s are you seeing when running 100 LOP?

I'm starting this topic mostly because I'm curious why this would occur and also because I'm seeing this scenario after picking my plane up from annual. When I first bought my plane about a year ago it had only around 100 hours on the engine. It was running pretty hot and often tough to keep all cylinders under 390-400 at fuel flows around 18 GPH at 29/24. I put new baffle seals (Geebee) and my CHT's greatly improved at the same power settings (360-380). Leading up to annual I noticed that my #5 EGT was getting slightly over 1600 at these temps and (I didn't have a working TIT gauge at the time) but was running the engine the same as before. My strategy for flying without a reliable TIT guage was to monitor fuel flow and try to keep the EGTs around 1550. I picked up the plane last week (From Phil J. here in Florida), and everything seemed to be running well except I'm now seeing even lower CHT's (340-360) but I can't go below 19 gph and get a TIT of less than 1650 (he installed a new probe). He also said that my timing was off by 2 degrees and it was adjusted accordingly. Anyone know why the low CHT with hot EGTs? Or does everything seem perfectly normal? Thanks, David

Looks like they flying VFR since I checked the approach archive (120.65) and didn't hear them either. Also nothing filed on Flightaware...

If I’m looking at the map correctly it happened on what would be short final for runway 23. Winds are out of 230 right now (not sure about the morning or if they were arriving/departing). Wishing the best for their families...

At 2400X50 it's on my short list too (for a long body)

Yes, very interesting. If the G-IV isn't being flown on charter or family trips it means that 4-8 grown adults don't get the "pleasure" of sitting in the small couch seats.

Cleared into the Bravo once again!

"I only fly 540's"

Lagavulin was my first love in Scotch, although I hate how the price has been jacked up by Diageo since I first started drinking the stuff. I used to buy a bottle for under $60 and now shops here in FL want close to $100. Goes very well with cheddar goldfish btw :).

One of the best quality/value out there (barrel proof or not).

Had the pleasure of tasting these three at the distillery in Kyoto last week. The two on the right are too rich for my blood but I was able to bring a few bottles of the one on the left back for $100 which is a steal since I saw a place in CA trying to sell one for $699.

I used to have a stratus 3 but now get all of the ADS-B data from the 375. This sounds like a question for ForeFlight on whether 2 Data sources can interface with the app at the same time.

I pay $599/year for a full Garmin subscription to US and Caribbean. I don’t have much experience with Jepp unfortunately.

Hi @VHoffart, to answer your questions: 1. Yes, both to and from Foreflight via bluetooth 2. Yes 3. No, the Garmin Connext that comes loaded on the 375 does two way flight plan transfer without anything else. From my understanding, the only thing Flightstream lets you do that the 375 does not is update your databases over wireless. I need to update the SD card using my laptop but that's been very easy. 4. I can't speak to Jeppesen since I don't buy that, but you do need an annual Garmin subscription for nav database updates (If you want to be IFR legal that is).

Yes, I was only pointing to the "right now" price, it wasn't a comment on the relative value but rather two different planes with different ages. Not an apples to apples comparison.

Wow, incredible. It's a completely different bird but I'd be seeing 150-155 IAS at this altitude. I guess that's what you get for an extra ~$600K! (plus a few more toys :))

So you're indicating 180 in cruise? What was the power setting for this? I'm baffled not to see a descent on the VSI here for an indication of 180...

This is exactly how I fly mine too.

Ah the age old discussion of avgeeks everywhere (including me), wishing Boeing continued to produce the 757... I’m sure many on this forum have flown the 757 for work but I was speaking with my retired AA pilot cousin who said that was his favorite to fly. He recalled one time when he was ferrying one with just the crew and did a 6k fpm climb To 6k feet...

Whenever we fly together David correctly guesses the departure and all enroute frequencies 90% of the time (ok maybe just departure). P.S. very nice of Cessna to put that mirror on the wing, I assume to make sure you have nothing stuck in your teeth...