PTK

Byron, this is not about the absolute value of my ul or yours! It's about the fact that once you go with bladders the airplane gains the 40 pounds, or whatever the exact figure is, and can't go back. This may be important to some while others don't care. Depending on how ul critical the use of their plane is. It will be a factor at resale that a potential buyer will have to consider. My Mooney is a perfect two place, full fuel and bags machine. If I wanted to be near gross and depending on weights it can be four place with some careful planning and modulating fuel quantity and bags. Those extra pounds would really help in the latter case. Yours being an early J does have a little higher ul. But if you want to talk about absolute value of UL that's 35 or 40 pounds you don't have and can't never get back! My opinion is that there's no good reason to go to bladders knowing full well I'm permanently lowering my UL! I'd be condemning or handicapping a perfectly good airplane and I don't want to do that. If I'd do anything I'd much rather go with Monroy and give it extended range.

A problem that I have with these AOA gadgets for GA is the location of the sensor being on one wing. Since we can't put it on the nose would it not make more sense to have one on each wing and integrate the data somehow to present true AOA? Having it on one wing it only gives you AOA info for that wing. It says nothing about the other wing, except in coordinated flight. And if it's going to be dependent upon on say an uncoordinated base to final turn it has to be right. Until this is addressed I have a hard time seeing the benefit of an AOA indicator in our small planes.

iOS, Chris?

Which iOS version are you folks running?

May he RIP. Prayers to all he leaves behind. I hope we can learn from this terrible tragedy.

The problem is 7.5 amps 120 vac is a whopping 83 amps in a 12 v dc system!

Ot was just a question Byron! Buf since you ask my ul is 176 pounds with full bladders and ~173 when empty! I've been told my resale value is high and getting higher by the day! It's highest with bladders full!

I wonder what the bladders do to the resale value in view of the fact that they are irreversible and detract useful load. I guess it would depend on how the airplane is used as to how critical ul is?

Does this mean that maybe we'll soon see autopilot outputs in the G5?!

We need to keep things in proper perspective. The EAA has a piece of paper (an STC) to put a Dynon in a few airplanes. That's great. But you can't put it in your Mooney. Garmin with their product, in collaboration with the AOPA and FAA initiative, was granted the STC to put it in several hundred certified airplanes! That's AOPA leadership and that's the Garmin difference. (This is not about Garmin is better than anybody else. This is about responding to our needs.)

You hit the nail on the head George. This is the point exactly. Everyone understands where we want to go with this. We're lucky to have Garmin who is making it happen for us...one step at a time.

If so they probably outsourced it to RC Allen. I'm sure if BK is putting their name on it it has to be worthy.

Speaking of vacuum pumps does anyone have a part number and source for central vaccum filter in 201? Spruce doesn't have it apparently. Thanks.

I can't remember where but I read somewhere that the KI300 is made by RC Allen? Can anyone confirm this, and if so should it be of any concern?

Here's a video. Does look like a seaplane. http://m.wcvb.com/news/video-shows-small-plane-crashing-into-connecticut-home/40862640 With a river straight ahead and almost perfectly aligned for landing this is worse than I thought.

Another plane down...crashed through the roof of a house! Not good. According to reports had engine trouble right after takeoff and, you guessed it, decided to turn back. Appears to be a classic stall spin. When are we going to learn? http://www.nbcconnecticut.com/news/local/Emergency-Crews-Responding-to-Reported-Plane-Crash-in-Haddam-388032132.html https://www.aopa.org/training-and-safety/air-safety-institute/accident-analysis/featured-accidents/engine-failure-on-climbout-leads-to-impossible-turn

I don't know how much of a discount one can get for 500 gallons or if its even possible for a non FBO to buy it. They usually want you to buy a lot more than that or the whole load. Then there's the regulation which I don't even know what it involves. And where would you store it. I can't see how the airport would allow it.

We don't have an epidemic of loss of elevator control. But always proper maintenance is key.

Well, I would think so. How can they provide "separation services" to IFR traffic otherwise?! My experience has been very positive with ATC. Occasionally there will be a rookie in training, especially at McGuire or Dover. But there is someone experienced next to them listening who will jump in if and when they need to. This in contrast to NY or PHL controllers who are on top of their game.

STC'd!! https://www.ainonline.com/aviation-news/general-aviation/2016-07-24/garmin-g5-efis-stcd-certified-aircraft

Hank, personal growth, yes. I'm always learning! Trash-talking, never. I wouldn't consider a gear up damage history. But all things being equal, I still prefer an airplane with NDH and no gear up history.

A lot of excellent info in these videos. As far as the pokemon thing both pilots were flying and not playing. Nowhere in the video does the AOPA "encourage/endorse flying and playing Pokeman on my iPhone at the same time..." To be fair.

What's the difference beteeen OEM vs. PMA besides cost? Are there any parts that only should be OEM? My experience is limited to my engine. It's a factory reman by Lycoming and therefore genuine OEM. It has been great to me. Everything about it is perfect. Never a hickup. Not one. Most importantly, when I fire her up for a flight I trust it. Should and would I feel the same with field oh utilizing PMA parts? I don't know.