danb35

I can't speak for Rocket, but you should recall from your Private Pilot ground school that ambient pressure decreases at a rate of approx. 1" per 1000' altitude. Standard pressure at sea level is 29.92", or 30" if we're rounding off. Thus, I wouldn't expect to see more than 22.5" at 7500 MSL without some sort of forced induction system. With the mixture issues, are you sure that your engine has been set up correctly according to SID 97-3E?

On the E-6B, you use temperature and pressure altitude corrections to IAS to yield TAS, so I'd say it's density altitude.

Allsmiles, do I understand correctly that you're not disputing any of Jimmy's statements, particularly the one about how you waited for 2 months after the pre-buy was complete to come pick up the plane? And yet you said in the other thread that there's no more to the story.

Quote: aerobat95 Too bad we cant just make some of the parts ourselves.

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I hadn't heard of transpact.com before, but it looks interesting and potentially valuable in a case like this. It's curious that the US fee is much higher than for GBP or EUR-- $25 US vs. 2 GBP or 3.49 EUR. It also seems that the fees are significantly higher for larger (> $50k) transactions, adding around $100 to the costs. I'd be a little hesitant using this service because it appears to be based in Europe, and therefore not subject to US laws, which could make it much more inconvenient to resolve a dispute. I think that using a general-purpose escrow service is fine in principle, but I'm not sure how attractive of an option this particular service would be for a US-based airplane purchase.

Quote: Barry The inward tilt of the gear is a good reason to exchange the right and left main gear on occasion for equal wear. It increases the lifetime of the tire.

Quote: jetdriven The VOR check can be placed in the aircraft permanent files.

I don't know of one, but be aware that the VOR check (like the GPS database update) requires a signature. An iPad app could certainly let you sign on the screen, but it would need to have that or a similar capability to be a legal record.

Quote: jetdriven The same AOPA aircraft financing is just another pig with lipstick courstey of Bank of America. 16% APR for an aircraft. My Bank of America credit card is cheaper.

Quote: thinwing Halon...colorless,oderless gas that is inert and smothers the flame by displacing oxygen.

Quote: allsmiles As far as we in GA are concerned Garmin is the one leader who has single handedly advanced the technology to the point where we can actually afford it. [snip] Look at Honeywell with their KSN770. They have been "working" on it for years!

Quote: N4352H In 2009, there was nothing more preposterous than Barney Frank requiring the CEO and top brass of Chevy to "drive" to the finance hearings and not "fly".

The 40:1 actuators are the slower models. I understand that they're preferred to the 20:1 units, but I am also not an expert in the subject for the same reason as Ned.

Quote: orangemtl I saw 195 knots true from Western AZ to Santa Rosa, CA last week at 8500 ft; 180 on the return with a headwind at 9500.

See if your A&P will allow you to have McFarlane copy your cable and install it as an owner-produced part. http://www.mcfarlaneaviation.com/

Quote: allsmiles The law, from private pilot days, says never ever clean the flaps before positive rate of climb.

Fortunately, we don't need any approval at all.

Foreflight is $75/year; if you want georeferenced plates and taxi diagrams it's another $75 (enroute and sectional charts are georeferenced in the basic subscription, and plates are included without georeferencing).

The GTN isn't a valid comparison; it's a portable unit and should be compared to others. I can only go on what I see on their website, but based on that I can't see why I'd want one rather than an iPad + ForeFlight (or perhaps WingX). The cost delta is minimal, and it seems that ForeFlight does quite a bit more already (with even more apparently to come)--and of course there's all the other things you can do with the iPad outside of the plane. BTW, I bought '48Q from a guy at Schaumburg--seemed like a nice airport.

Becca, you'll need to log out--in the upper right corner, you'll see a link that says "Logout [shadrach]". Click that, then log in as you.

I would presume (though it should be verified) that the reason for wanting to be an additional insured is with respect to liability--if anything in the hangar causes damage to anyone else, the owner wants to be covered for that damage (as well as any damage to the hangar itself). I can't imagine any reason that the hangar owner should be covered as a pilot.

If he is an additional insured, there's no need for a waiver of subrogation--an insurance company can't subrogate against an insured.

rbs, you lose a lot more than virtual glideslope with the 300XL vs the 430W. Obviously you won't get the nav receiver, but you also lose the much lower approach minima of LPV approaches compared to LNAV approaches. The 430W is also made under TSO C146, which allows it to be used for sole-source navigation. The color screen of the 430W is crude compared to the GTN series, but still a big improvement over the monochrome screen of the 300XL. You may also want to check on installation costs--I believe the 300XL will require an annunciator and switching relay to be legal for IFR, both of which are included in the 430W. Depending on how you shop, you may be able to install a used 430W for not much more than a 300XL.

Wing span is the same, with the exception of the fiberglass wingtips that add about a foot (the span of the wing itself remains the same, but the wingspan on newer models is listed as 36' compared to the 35' of the pre-J models due to the tips).