Ned Gravel

Amen brother. It will be 40 years for us in November. This are her most common poses when flying.

Hi @Steve Dawson: I am actually in Waterloo this week, and perhaps a bit of next week. I wonder if you have ever considered the Caravan.........

Rick: All of my avionics upgrades have involved screws and nuts. Some folks may like rivets if there is a paucity of space between the racks. I never had a whole lot of space, but enough for the screws and nuts.

This is November 3's personal Caravan Airventure. This year Ute and I enjoyed the best Caravan we have ever had, my own gaffs notwithstanding. I took all of our videos and put them together for this retelling. Just us Canadians enjoying ourselves.

Bob and @Sabremech: I really like the cooling I currently enjoy. This is what I get normally on a 90 degree day on my way to Madison for the Caravan (on number 4 to boot). . This year, I have had only one instance of CHTs even approaching 360. Note - The defective EGT probe on number 2 is being replaced this week.

Ah, yes. That little bar in Miraflores.

I had it all worked out and about two weeks before I was ready to wire them together, I got an offer on a KR 87 and had Brant Aero replace my T12C with it. No need for the Davtron. Removed the long wire antenna and added 0.05 knots to my IAS.

That is what I did too.

In order to provide you with our experience regarding maintainers, we are going to have to know where you live (or which airport you call home for your plane). Not wishing to pry, but I am not certain you will want to fly six hours to get to your maintenance shop. Just sayin'

Not fussed if it tries to throw a tantrum. The TX is off for operational reasons and the power to the GDL 82 should be off as well.

"Slaved to the transponder" is the GDL 82 solution. Different from the Trig solution. GDL 82 box placed in line between the current transponder and its antenna. GDL 82 can also be attached to another independent GPS antenna and provide its own GPS source. Ability of this solution to transmit ADS-B out ceases if the transponder is turned off. That prevents every aircraft in the formation squawking when only Lead and Tail are supposed to squawk. This OK? As an aside, based on comments about the Trig unit, the GDL 82 solution is looking much simpler.

The cowl looks 66 vintage, not 65.....

Not certain that was not tried.

Anyone know whether the Trig or the GDL 82 (when slaved to the onboard transponder) can have their ADS-B out signals turned off when needed? Mooney Caravan had more than one ADS-B out unable to turn their signal off and it caused ATC some consternation. Formation procedures really only want two transponders (and associated ADS-B out transmitters) working - the one in the lead aircraft and the one in the tail aircraft.

No app. Just Flightaware

No feeling in flight at all regarding constant course changes.

Dan: I will bring you mine as well. Donations gratefully offered for the very good work you are doing.

So most of you have noted the waviness of the tracked course in all this flying. What could the problem be? Bad G5? Bad STEC 50? The avionics shop eliminated all the usual suspects. G5 and 480 CDIs were rock steady. STEC 50 servo cables loose? Did I want to invest the time and effort to chase them down? Josh asked me to wait until I came back from Oshkosh. "Why?" I asked. "Because the flightaware coverage there is somewhat more precise than near Ottawa (or even Brantford)." he replied. So Ok. I checked out the tracks from today's flights from Ottawa to Brantford to Detroit to Madison, to get ready for the Caravan. Anyone else see the difference? The last one is completely within (ADSB? TIS-B?) coverage and straight as an arrow. I am good. We're done here.

C’mon guys. This is how you make your lead look good.

Michel: i know you will beat yourself up for this - I did when it happened to me. Your decision making was based on the information that was available to you. Do not give up. Lache pas. When the insurance writes the check, find another. And if you need a real reason to forgive yourself, look at the guy who was flying with you. You saved his life. Simple.

Too late........

Ok guys. Some clarification is needed for this anally retentive engineer. Down block is the one in the panel because it is where the gear is "down and locked." Up block is in the floor because it is where the gear is up (tucked away). From page 8 of my E model Owner's Manual: "The red indicator light will come on if the handle on the retraction lever is not sufficiently engaged in the down and locked position, thereby indicating an unsafe-to-land condition. The green light indicates that the handle if properly engaged in the down position, and the gear is in the landing configuration. A thumb operated latch is provided on the down socket to prevent unlocking the gear when it is down unless it is deliberately released." If you say the down block is where the handle is down on the floor and the up block is where the handle is up into the panel, then I have to re-evaluate my understanding of these terms.

Ha Oscar: I thought you would react to this. Of course, this is l'il ol' me speaking to the guru of cockpit recording.

Little video created today to showcase Yves Grenier's work on creating a cable to allow us to record audio with our iphone videos. At my age, I want to make memories Ute and I can enjoy. Audio is part of the memory. Posted it to Youtube.

I just point the pilot side air eyeball at the back of the yolk and my iPad no longer overheats.