PTK

Along these lines I think it’s very important to be sure the oil is dry. Oil temps need to be sufficiently high for condenced water in the oil to be boiled out. I think we need to actually check the oil temp gauge to be sure it reads accurately. The magic number is 180 to 200°F.

That would be great Steven. Thank you. At this point sometime next year. My slot in the shop is in May.

The info that I have found is that ATAS is a 600$ option (standard on 9000+) that adds audio alerting for ADS-B traffic. It gives distance, bearing, and relative altitude of threat aircraft. Target trend does more than that. It is a dynamic presentation of threat aircraft in relation to each other and own ship. Dynamic in the sense that it shows you live how and where the threat aircraft are moving in relation to own ship. Can you confirm Mike that ATAS is similar to this? And what other, as you say, ADS-B in receiver has this? Or are these simply two different features?

Thank you Steven! Now here comes tbe 60K$ questiion: Does L-3 also have in the 9000+ their version of what Garmin calls Target-trend? I didn’t find anything on this. I hope they do because if I were to choose between G and L-3 based on target trend or active traffic I’d pick target trend.

Steven, please elaborate further of you would. The 9000+ provides TAS/TCAS active traffic? What is involved to do this with the 9000+ if do not presently have active traffic in the airplane? Is of an anyenna pirchase or additional enablement costs? And is active traffic of benefit once we get to the point when most of ga will have ADS-B? Thanks edit: I did some research on this: The unit is available as a remote mounted (NGT9000R+) and can be controlled and display on the GTN! Cost is around 8500$ plus install. This includes antenna for active traffic TAS/TCAS. This is about 3K$ more than a GTX 345R which is significant. But that buys the active traffic. 2K$ of that is cost of antenna. The question is how relevant will active traffic be once most airplanes are on ADS-B, and, can an active traffic system be installed for 3K$. The answer to the latter is definitely no. No where near. Definitely tempting!

Hence my coining the term scam-guard... i.e. perfectly good Federal Reserve notes down the used oil bucket!

Very nicely done. Thank you Whiskey Charlie! I’m seriously thinking about the HX version of these lights. Curious why you didn’t’ go for the pulsating ones...

Yes, I’ve read that NTSB report. That’s a hell of a horrific 45 second ride...

Byron, this in contrast to a so called grave yard spiral where IAS is high. Do you feel gear would make a difference in that scenario?

Targerdriver, if you do decide to get another one the only thing I would add is to keep in mind that there's a "HUGE" difference between series I and II stormscopes. They all give you distance to electrical discharges. But since plotted distance to electrical discharges is a function of their intensity, and Series I assume all electrical discharges are the same intensity (which is simply not the case), this causes a cluttered presentation. It's what's called radial spread. Because in reality a thunderstorm has strikes of varying intensities the way it is plotted on series I scopes is misleading. The lower intensity discharges are plotted as being farther away than they really are and the higher intensity ones are shown as being closer than they really are. Series II have solved this. The differences among series II boxes are not as great as those between I and II. My personal preference is a stormscope that has its own dedicated display. For these reasons I have retained my WX900 in my panel.

I don't think it's the equipment. I think it's as simple as the LPV, for some reason, downgraded to LNAV and it happened exactly as it should. When on the approach if VTF is selected or the FAF becomes the active fix and the green LPV turns yellow it downgrades to LNAV. In your case it happened right before the FAF. The yellow LPV color means that the criteria for a downgrade exist and if they don't improve it will downgrade. I remember reading somewhere that this is more common on the west coast.

Not certain how the GNS does it but I know my GTN750 monitors RAIM automatically during approaches and will warn me if RAIM is not available. So I may use a non-GPS approach. It also has a RAIM prediction function to help plan for a pending flight to confirm GPS operation during an approach. It predicts if GPS coverage is available at current location or at a specified waypoint at arrival date and time. It does not predict weather or not an LPV or LNAV/V approach will be available. That's done via NOTAM by the FAA. It only predicts GPS coverage.

If only Bruce would get rid of those old freightliner looking wood armrests!

Not sure exactly what it is you’re looking for but 3M makes a great many different Al tapes with adhesive... https://www.3m.com/3M/en_US/company-us/all-3m-products/~/All-3M-Products/Adhesives-Tapes/Industrial-Adhesives-and-Tapes/Specialty-Tapes/Foil-Tape/?N=5002385+8710676+8710815+8710978+8711017+8713632+3294857497&rt=r3

Triflow is what I use.

Tell me you don’t want a dozen virgins or whatever the number may be?!

Yes that’s my contribution to this thread and no it's not sarcastic. What’s yours? Complain that your in laws don’t consent for you, a pilot of 70 hours, to fly their daughter over mountains? Their concerns are justified. I don’t blame them and you shouldn’t either. They are not telling you to give up flying. Instead of complaining show maturity by accepting it and work towards building your time and experience.

Try to follow the logic: We acquire knowledge through experience. We need knowledge before we can acquire wisdom. Therefore we must possess experience in order to have wisdom. Cannot have wisdom without experience. Now let's apply the logic to flying: Experience is acquired through hours in type in the left seat. Therefore hours do give you wisdom. Elementary my dear Watson, elementary!

Don’t take it personally. You need to mature and accept the fact that your experience is very limited. And don’t become defensive because there’s nothing wrong with that!

^^^^ This is wisdom.

That’s not what they’re saying. What they are saying is that a newly minted pilot who, at 70 hours is barely past solo, should not fly their daughter. They have every right to be concerned and intervene. What he should not do is push the issue. He should respect their feelings. Build time and experience. At this stage he doesn't know what he doesn’t know!

As you increase altitude your TAS also increases. You’ll have to fly it and decide if the headwing is beating your TAS or vice versa. By noting what GS is doing. In other words select altitudes that best optimizes GS. So I think in your scenario I would fly the altitude that gives the best GS (forgetting ff.) Once I saw my GS dropping I’d request a different altitude. Fltplan.com does all this for you btw.

I spoke with Sandia about 3 weeks ago. At that time the gentleman said they were finalizing the manual for the unit and would be ready to go in about a month. I asked what the next step would be. He said BK needs to finalize the STC with FAA. I surmise from this timeline given to me by Sandia that at the present time the unit is done and waiting for BK to obtain obtain STC. Shouldn’t be too much longer.

I have in the back of my head the nice round number of 10:1. I know if I’m at 6k ft (1 nm) no wind I have a 10 nm horizon. And then up or down from there. At 12k ft I have 20 nm and 5 nm at 3k ft.

First and foremost I'm very glad you and your wife are ok. Second I want to ask you a few stupid questions: Have you read your POH? What does it say in regards to oil? How much oil does it specify for extended flight? What does the Cessna POH say about oil and extended flight? If you have no concept of the basics, such as oil capacity in your engine, then clearly you have not read your POH. Why did you check the oil level? Just to go through the motions?! I would not depart for any flight, let alone extended flight over mountains and with trusting pax, after having looked at the oil l level and confirmed it's ~4 qts. What were you thinking!? Have a happy Thanksgiving! You have a lot to be thankful for! (If I may offer a couple humble suggestions: Get your instruments rating. Spend some quality time with your POH and read it cover to cover. Make notes and then go back and reread to clarify any questions. Also consider that getting in the plane to fly somewhere is vastly different than jumping in the car to drive somewhere. Until you can separate the two and treat the plane with the respect it deserves it’s probably best for you to drive.)