Ned Gravel

+1 for the same ones referred to by Lee above. After 10 years, however, the little suction cups do not work very well and the shades need to be replaced. But hey, for $7.00, I got nothing to complain about.

When I had to replace my AI on my E model in 2007, it was measured to be 8 degrees, but it was not the split panel that existed in others of the same vintage.

Foreflight.

About ten tears ago or so, Clarence walked me through building something like yours during an owner-assisted annual. Nice and simple. Then, four years later, while on a MAPA Pilot Proficiency Program course, the instructor I was flying with indicated I really needed to lock the baggage door to prevent its opening in flight. He, apparently, had this happen to him. However, since it never happened to me, I declined. Doing so negated the utility of the new egress safety device on the door.

Just finished something similar. My GPS is a 480 and my NAV/COM is an SL30. Same order top to bottom - PS 8000, GNS 480, SL 30, GTX 330D-ES.

+1

+1. Owned mine for nearly 20 years and it doesn’t get unbalanced at all - left or right.

Or, when you need it to enter rule airspace so they will actually clear you into the zone of one of the large number of US airports with Class C. Not a requirement in Canada yet, but it is coming. I don't need the hassle and normally flying IFR allows for a couple of other sets of eyes to watch what is happening in my vicinity. So for IFR flying, it is clear to me that ADSB out is required. ADSB in? Depends.

That is what it cost me to replace the outer port wingtip and first skin inboard of that.

Or you can ask someone who has no bias at all, and they will tell you to get a 65 E. OK maybe a little bias.

I find the 700 to be "good enough." I would prefer a 900, but I am not there yet. Got enough issues with having to replace my Narco Mk 12D with an SL 30 (and the associated resolver), and installing a GTX 330 DES to cover all of North American ADSB transponder out requirements.

Thanks for the response. I was mostly wondering about the fit since the spruce speaker appears to be slightly larger than OEM. Mine fit fine.

Still works good. Don’t use it much, but it is there if I need it

I use the screwdriver bit on the end of my fuel tester. It is like the one shown here but mine has a metal probe for the drain valve. It appears it is not sold anymore with the metal probe.

Alan: Did Brenda go with you this year? If so, tell her Ute and I miss her.

We saw the landing on youtube yesterday. It was in two separate videos. Well done. Predator looks good in A element. Was Hoser the lead this year as designated from last year? If so, good job Hoser.

+1 The only benefit. Ok, also no hangar fees. But on the days when my bird is disguised as a snowbank, I would give all those up. Just sayin’.

I had no name for mine for the first ten years of ownership. Then my wife started calling her “Baby.” Ok - but she picked it. For me, the girl is Baby, not the airplane, but I will not argue with her on this.

Kirk: last I saw of them, they were in Clarence’s hanger. @M20Doc. Don’t believe he will have kept them for so long, but it never hurts to ask.

Don’t recall if St. Hubert is a port of entry. They are still not all back after COVID. You may be required to use Dorval because it has an on-airfield customs post with CBSA folks for clearing international flights.

The I'M SAFE mnemonic used to be almost a perfunctory exercise in flight planning for me. When was I ever not ready to fly? Hmm...? Now it is not so perfunctory. Since last summer (I am now 70), I have scrubbed two sorties because I knew I was just too tired to really stay ahead of the airplane. It may cut back my flying hours on those days when I have set aside the time because the weather is cooperating, but better that than the alternative. I really do not want to be "that guy." In the pattern, talking to no one and oblivious to a lot of the situation around me. I have seen it in others and read more than one resulting accident report. Even a fixed gear aircraft will not solve that problem. I think we have to be willing to tell ourselves when it is not a good day to fly because of how we feel. Pisses me off that age is creeping up and may be doing this to me. I was a warrior and we are indestructible!!!!! Then, but maybe not so much today. Still instrument current and still Class 1 medical. But I am ready to determine when my A game is no longer good enough. Then it will be time to hang up the spurs. But not today and not while I have the tools and QC checks to help me make good decisions. BTW: tomorrow is four practice approaches to local airports.

Ever heard of cow tipping? Time spent playing football as a defensive back or rugby as a prop (preferably at varsity level) helps. Signs of a misspent youth. Otherwise best to leave them to the farm (or ranch) hands.

Yup. Our guys can be unprofessional too. Customs clearance going in either direction across our "longest undefended border" is still a crap shoot. In most instances both CBSA and US CBP officers are good and professional. They have a job to do, but are not acting stupid about it. As of today, my instances of running into martinets is about even for y'alls and ours. Once had a CBSA supervisor officer tell the new person to settle down and let my wife go to the washroom. Once had a CBP guy tell me to make sure I trained enough US folks to be able to replace me so I did not have to cross the border so often. Once had a CBSA officer try and tell me that I was 15 minutes early (instead of them being 15 minutes late) when I showed him the time on my iPhone synced to the iridium clocks on the GPS satellites and asked to see his watch for comparison. Once had a CBP officer start going through the baggage compartment because he said he had to make the trip from the border control point on the bridge to the airport worthwhile. Today, I only fly into airports that have permanent CBP Customs posts or CBSA Customs posts. Don't need the agro.

When deviating, I change my heading bug to the course deviation assigned by ATC and set George to follow that. HSI and compass both have centered needles at that point. I am good. NORDO or loss of comms procedure is a separate issue. Made easier by their knowing I have wx on board (albeit 6 to 12 minutes behind). They will expect me to turn to the last expected waypoint when I feel it is safe, if I am squawking 7600. I can do that.

And here I thought my own 20G30 with an 18 Kt direct crosswind was something to crow about. My POH says 11 mph is the max demonstrated crosswind. I guess Kerrville was not as windy as Tucumcari that day. I knew I was a test pilot that day on a 3800’ X 150’ runway. My out was our local international airport with 4 runways so it was going to be a relatively safe learning experience. Worked out good. Upwind wheel down first. Then the other side followed very quickly by the nose wheel. This 12 years ago. Never had to try it since. Crosswind landings in my 65 E model are pretty non eventful.