Pinecone

It makes no sense that they include updates to one portable device (AERA) with the OnePak, but not the complete GP.

And many people are flying without shoulder harnesses or with 30+ year old webbing. Both can lead to serious injuries or fatalities. In my race car, the belts have to be changed ever 5 years.

https://flightsforbites.com/ List by distance from your home airport and also whether on the field, short walk, short drive or long drive away.

I have used David Clarks since my first 10-30 back in the late 70s. In the Mooney I fly with a DC ONE-X that I love. I have flown 7 hour legs without any issues. I HIGHLY agree that you should try them all on first. And put them on and leave them on for a while. What is fine for 5 minutes maybe painful at an hour.

Typical AI. Encore has the TSIO-360-SB2, not an LB. The biult in O2 is not pulse demand.

I changed my switches to all toggle switches. They are available with or without CB.

G3X with EIS has two flight/engine timers. My shop set one to track Hobbs time (engine run time) and the other to tach time (RPM biased from 2500 RPM). The timer on my 252 was RPM based (even though the actual unit was a Hobbs), so we carried over that time. But set the engine run time to 0 to start.

GAU-8A. Yeah, when firing the gun, you only heard it.

I am in the camp of different applications for logbook and EFB. I use SafeLog for my logbook. I used to use AeroLog Pro as secondary to my paper log book. In looking at various products SafeLog responded quickly, had me send the data file from AeroLog to try to convert, and in about 3 days, sent me a file to import into their product. One thing I like about it is they store the data in their cloud, but it is also stored on my devices. So a couple of desktops, my laptop, my phone and two iPads. So my data is very backed up. And I export and CSV file at least once and year, just in case. I primarily use FF, but have tried GP, but my brain works the way that FF works. Map to plan.

I agree, talk to Parker.

In the Hog, we just didn't say much on the formation comm. I have the PSE 450B and the spacially split audio is great.

Field Approval?

Lithium is a reactive metal. Do they still do the jr high science thing on sticking burning magnesium into water? It keeps burning. Actually lithium is like sodium, the metal reacts to water and burns. Watch this:

Thanks, I have never been called rare before. I normally in the mid-teens, so I hate to make a stop. After I descend 10,000 feet, I am at the altitudes most GA flies.

My plane came with an oil sump heater. I got one of the afore mentioned Switcheon remote switches, even though I live less than 10 minutes from my hanger. When it is really cold. I put in the cowl plugs and have a Mac's insulated cowl cover. I toss it over, but don't strap it one. I put a BT thermometer in the oil door and typically see 80 degrees after over night. This has worked very well down to 5F

I use Bruce's window HeatShields. Lower temp, keep out prying eyes, and pretty easy to install. Also got all the plugs from Bruce's. Pitot cover from Amazon also.

It looks like the first one is trying to get most of what he put into it. The avionics are nice, but typically sell for, at best, the cost of the equipment, nothing for install, which is easily half what he paid. The engine is high time, so figure the cost of a GOOD overhaul. If in the East, our own @jetdriven can help review logs and do pre-buys. He was very helpful in my first time buying process.

That is why I kept the halogen rear lights. I put in the Orion, but had my shop run a wire for the tail light. They had uses the strobe wire to power the strobe earlier.

The option for right seater does not specify shut down or not. If a pilot right seater, I shut down and let them get the chock. If a non-pilot, I would have them deplane, the get out and get it myself.

I guess they never saw the video of a lipo battery burning underwater. The problem with the fire bags is they contain the flames (which is good), but they don't contain the hot, noxious, gases.

Except I have a sump only heater. I also toss a remote thermometer under the cowl. After overnight (in a hangar so no wing) the under cowl temp is typically in the 70s. So everything is nice and warm.

Which means the same moisture content will be lower relative humidity. Two drivers of corrosion. Liquid water (condensation) and high RH. Heater addresses both issues.

Local flight school leaves planes plugged in any time they are not flying from fall to spring. Their thinking is like mentioned, once above condensation temp, it doesn't matter if it stays warm. I use a remote switch, so I can turn on the night before.

I have had two failures. First was many years ago on a night cross country right after a 100 hour on a Grumman Tiger. The belt was not properly tightened. Due to the position of the ammeter, it looked like it was charging, but it was discharging. I turned off all electronic until close and called tower that I might be NORDO after this call. I had enough power, but they still gave me a light signal on final. The other was the #1 on my 252. The only reason I realized was doing the alternator check on runup. The system worked as designed, the other one took the load

1000 miles is doable, depending on winds. Longest I have done in my 252/Encore was just over 1300 miles. 7 hours with a very nice tail wind I have done other 7 hour flights (Monroy tanks). 7 hours at 170 KTAS and just over 10 GPH is 1190 NM and plenty of reserve. I have no problem with being on O2 for that long. I don't even notice it.