redbaron1982

I guess off topic of the main thread, but talking about logs. Is there any value in having the physical logbook scanned? Are there any requirement for a logbook to be considered legal? Mainly the entries for flight reviews or similar.

There are multiple misconceptions and wrong assumptions in your post: 1) I really wanted GP to work for me. I mentioned some of the reason why I wanted to migrate to GP. 2) Foreflight doesn't allow you to select which columns to export. 3) GP doesn't allow you to select which columns to import 4) CSV are tricky, but I'd expect GP devs are up to the task. One of the issues were extra spaces, as you mentioned. A simple "trim" of the input, which is common sanitization process when handling user input. As an exmaple, MyFlightBook imported FF CSV without any issue. Same user (me), same computer, same file, it failed with GP, but it worked with MyFlightBook.

My problem was having a really bad first experience with GP. The first thing I tried to do was to import all the data I have in ForeFlight. I followed Garmin's procedure and it failed with "Something went wrong" type of error. I reach out to support, and they were not able to help me. I had to debug GP using Chrome's dev tools to get the import to work. Even after that, the logbook entries were all messed up.

I did not, I followed Garmin's official procedure, basically: export from FF, import back in GP. Both the web and the support tech I talked to, indicated that that was the process to follow.

Yeah, I was using the web version, just trying to copy over all the info I have in ForeFlight over to GP. The experience was so bad, with the app itself and with support that I decided that it was enough. Now I realized that after the cancellation they gave me a 30 days free demo (I used the original 30 days demo a couple of years ago). So maybe I'm going to give it another try inflight. Thanks for the advise on MyFlightBook, in 2 minutes I was able to import all my logbook entries from FF and everything matches, my currency is showing up correctly, etc.

After ForeFlight got acquired by a private equity, and known how private equity companies works, I decided to cancel my subscription and move over to Garmin Pilot. Today I finally went for it, and it ended with cancelling my subscription 30 minutes after I started it. The first thing that I tried was to import from ForeFlight my logbook. I got an "Error importing logbook" message, no indication of what was going on, anything. I reached out to support, and they didn't know what was going on either, and asked me to start manually splitting my logbook into smaller chunks. Before doing that I checked if there was any useful message in Chrome's dev console, and there was: "Fligth table cannot be found" or something. So I fixed the CSV export from ForeFlight (it had some extra white spaces that confused Garmin) and I got to the next step. Now I got a lot of "unrecognized" columns. Some that were important for currency, like "Landings" or "Takeoffs". I asked to the support guy if I had to update all this manually, and he said yes. I was still trying to make this work, so I went and finish the import and looked at the result: first, the UI is ugly, it looks like a web page from the 2000s. And then, all currencies were messed up. My IFR currency was showing 0 instrument approaches, when I actually had 6 in the last 6 months. I mean, the approaches were showing up in the logbook entries, but it was not counting towards my currency. At that point I said this is enough and ask the support guy to cancel my subscription. The thing that pissed me off the most is that the support guy was like "yeah, this is how it works" and when I asked to cancel the subscription he said "ok" and just cancelled it. Literally no intention to make the product work for me. I really wanted to migrate, I do see some advantages (its a bit cheaper than Forefligt, I can use my Android tablet as a backup, etc)... but I was shocked by the bad quality of, at least, the logbook part of the app.

Mine has a strikefinder, but I never thought the static wicks were just for that. I thought flying IMC could build up static and affects COMs/NAVs radios.

This is one is another one that seems way overprices. I'm missing 4 or 5... that $250... crazy

These are the covers I make, they are for ETA switches (like the ones I have on my '85 J Model)

Actually, that was the objective. There is a thread on the Accident sub forum about using tank vent covers to prevent insects from nesting inside. @201er is of the opinion that it would cause more accidents than the ones it would prevent, and then this poll was created to "find out" if that's true. The funny thing is that the poll assumes that everyone forgets something, so there is no option to "I never forgot to remove a RBF tag". So technically it won't give any useful information to know if it is better to have protect the tank vents, risking forgetting to remove the tag, or leaving it unprotected, risking a bug getting inside and clogging it.

My last item on the checklist before boarding is "Final walk around". Having said that, the main challenge is being "present" while doing the final walk around. It happened a couple of times that I did it on "autopilot" and could have missed one or two things. So far, knock on wood, I never took off with a red sign hanging from the airplane.

AFAIK the larger the air volume in the tank, the more fuel you can pull before the internal vacuum gets so high that the fuel pump can not longer pump fuel out of the tank.

How y'all preflight the fuel tank vents? I usually just look to see that there is nothing clogging them at the tip, but doesn't make me feel good that there could be a bug or something that crawl inside and I can't see. I thought about using a small bulb syringe, not to blow buck suck air and check that there is good air flow. Not sure if this would generate any unwanted side effects.

Yeah, looks like he was fixated to returning to IWS... 11R was closer and he would have made the field. 11R has a nice asphalt runway, I landed there several times while doing my training. Anyway, it is easy to find the best course of action when seating in a chair in front of a computer, lol. Great job by the pilot!

https://aviation-safety.net/wikibase/562249

Does anyone has more info?

Thanks all for the answers, one clarification, just in case, the first pictures are really zoomed in. I'd say the large particles are maybe 1mm or 2mm at most.

The main reason why I am starting this thread is the tragic accident of @Freddb34. Every now and then, when I swamp my tanks I get some amount of debris. The attached pictures are from today. It's not always there, today's was more on the high amount of debris for instance, most of the times is lower or none at all. My question is, is this normal? Should I take any actions? My airplane is a J model from 1985, no bladders, tanks seal several years. No seapage, more than one of the sump ports getting stained from a veeery slow leak.

It did affect me a bunch, but I didn't let it knock me off my horse.

I stand corrected, the repairs were 28k, there was an additional 2.5k for painting the repaired areas. The annual itself (no repairs) was 3k. Then there were 6k of random items, like a wheelen power supply they had to change.

So, as the airplane was so long waiting to be repaired, the annual lapsed. So I asked Don to do the annual after the finished the repair. Roughly, the cost was: 25k corrosion repair, 12k annual. The initial estimate for just the corrosion repair was 13k.

He did reach out to me, I shared the facts. For transparency, these were my responses to him: > In a nutshell? It took 1yr to do the repair and it cost 2x the initial estimate. I can give you more precise numbers, as the invoice was 3x the initial estimate, but it included a annual inspection as well. He was not very responsive either (although I was not the type of customer calling him every week). He sometimes seemed upset by me calling. > On the flip side, the airplane flies perfect, no issues in the last 3 years since I got it back. > I just checked my invoice, and the corrosion item was 25.5k, I think their initial estimate was 13k. > My corrosion was on the LH aft stub spar cap. They ended up replacing the whole stub spar, not just the cap.

That's news to me! Thanks for sharing.

Curious about this, is there any way an insurance company could cover this?

We need a system to track the history of airplanes, I guess it would be of great value for buyers...