N601RX

I've saw the ipad internal gps get off by 50-100 meters before. The Stratus usually show either 0 or 1 as the error. Foreflight has moved this info to the bottom left corner of the SV display now. I've had the internal gps drop out before, usually holding it to the window gets it back.

I suspect neither of them really want to do it for liability reasons, but if one does then the other will be forced to follow.

I downloaded it last night and played around with it and the Stratus II. Seems really nice, smooth updates. Now if the weather would clear enough I could go fly. So what the next feature to be added? Garmin and Foreflight have both been leapfrogging each other with new features for the last 2 years and we pilots are clearly the winner. Where do they go from here? Who will be the 1st to add WASS approaches? (Just for frills and situational awareness of course)

Eric, According to the papers it was measured inside the tailpipe. There are several graduate research papers and numerous other online data about CO content in exhaust of combustion engines. Some of the groups started capturing exhaust by using it to inflate plastic bags which were then analyzed in a laboratory. This was very slow and then they began using electronic sensors and stated the results were comparable. I'm sure there are other nasty things in exhaust you don't need to breath, but the CO contents appears to be well below the OSHA limits when lop. The O2 content would be very low if breathing pure exhaust. Looking at the 200 ppm limit osh has set for 5 minutes exposure it looks like you could be incapacitated in only a couple of minutes with levels in the 300 to 400ppm range. For that you would need an audible alarm that sounds immediately. Luckily most all cracks and leaks start small and spread over time if ignored. Altitude can increase the affects on a person. Mike

Yes it leaves very slowly, Best to keep it out of your system. According to the newest OSHA rules, 35ppm weighted average is acceptable for an 8 hr shift and doesn't cause any clinical symptoms or long term damage. As a second point they say a concentration of 200ppm is only safe for 5 minutes. Many of the NTSB reports you read are scary and the occupants appear to be incapacited very quickly.

The CO curve appears to be pretty flat once you go past peak. This also goes along with Carbon monoxide being product of incomplete combustion of fuel due to insufficient oxygen to complete oxidation of CO2. LOP always has excess oxygen in the mixture and the CO content will be low. The graphs I posted earlier show air/ fuel ratio, but more familiar numbers can be added to them by looking in the POH. My POH shows the following as a data point. Best Power Setting at 7500 2700 rpm 23" 70.5 lbs fuel per hour With a best power ratio of about 13:1 you are using about 916 lbs of air per hr. ( 70.5. X 13= 916) Leaning only the mixture the air flow is mostly unchanged so a 14.7:1 mixture will give about 62.3. lbs of fuel per hr. 916/14.7=62.3 Leaning to a 16:1 mixture will result in about 57.3 lbs fuel hr. The above pounds per hr are then converted to the following gph which we are very familiar with. 13:1 ratio =12.2gph 14.7:1 ratio=10.7gph 16:1ratio= 9.8 gph (which is very close to most of our favorite lop setting for a lycoming 4 banger)

I not suggesting not having a CO level detector, I certainly have one. What I am saying is that with an exhaust content around 400ppm you will be overcome very quickly. With an exhaust content of 10ppm you will not and have plenty of time to react. Perhaps you can perform some math and explain to us how that although the CO exhaust content is only 10 ppm the content in the cabin will ever be higher than that? OSHA considers 50 ppm average per 8 hr day to be acceptable.

Attached is a graph of CO content vs mixture ratio. There is a hugh difference in CO content for full rich and lop. About 450 ppm vs somewhere around 10ppm

Anther good reason to run LOP. Very little CO.

It doesn't look like any additional antenna will be needed for the stratus. "When connected, Stratus receives not only auxiliary power, but also its ADS-B and GPS signal from the transponder’s externally-mounted antennas for maximum reception."

Aim 7-1 defines vicinity as 5-10 surface miles in regards to weather. 91.103 also uses the phrase "in the vicinity of AN airport", which is not necessarily the same as saying your departure or home airport. This would suggest that as long as the airports you are flying between are not more than 20 miles apart you would be legal to fly between these or even on to a 3rd airport which was no more than 20 miles past the 2nd airport.

I have been looking at the guardian units. Mike Bush wrote quite a bit about different detectors a couple of months ago. Guardian basically has a recalibration program where they replace the sensor and verify the unit is working correctly every few years. It saves some money over the cost of a new one. It looks like it would cost $75-100 yr average to keep their units operational. Their units also interface with the newer JPI engine monitors. http://www.guardianavionics.com/recalibration.html

In a way it does. If the flight is vfr and in the vicinity of an airport then no weather reports are required. My longer flights are carefully planned, but many afternoons I just stop by the airport and pull the plane out and go flying with a quick look up at the clouds and windsock. I'm in a rural area and detailed planning would take all the fun out of it. I can see any weather issues for many miles and the closest airport is never more than 5 "Mooney Minutes" away. §91.103 Preflight action. Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include— (a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC; ( For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information: (1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and (2) For civil aircraft other than those specified in paragraph ((1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

Another voting option would be "only on longer cross countries".

UPS insurance is expense. Many businesses have taken the position that they don't insure anything and will come out better in the long run even if they occasionally loose something. I would think that your plane insurance might cover it.

They are saying delivery in fall 2015, but others have had problems meeting their announced released dates. Appareo does seem to have an advantage since they are using their own gps and not trying to certify it to work with a certain version of someone else's software which may change at any time. If we get a enough brands on the market at some point we will see some price cutting starting. https://www.appareo.com/aviation/ads-b/

Here is an early picture of what the Appareo 1090 extended squirted transponder looks like. It has it's own certified wass internal gps and provides a interface for the Stratus II units.

It would be nice to mount an aluminum rail along the front and back of luggage rack. Something kind of like is used on luggage racks so you can slide and attach as many tiedown points as needed and position them where needed.

I have taken one of those apart, cleaned and adjusted and it worked fine afterwards. The adjustment process was trial and error using an ohm meter, calibrated pressure reference and hand pump. There were some indents around the top that held it together. If I remember correctly a new one was around $450. After removing the internals you should be able to solder it back together and then reassemble. There is a rubber diaphragm and spring inside that must be removed first.

Foreflight has a tab where you can send in a update to fuel prices for an airport. I updated the price for our airport this afternoon and a few hrs later it updated on the map.

How does the vortex generators on your wing affect performance?

I perfer these to helicoils in soft materials as long as there is enough material around them to hold the body which is slightly larger than a helicoil. Helicoil are expensive if you don't already have the special tap and insertion tool. The ones below use standard size taps and the tang can be driven with a small hammer and flat punch. http://www.mcmaster.com/#93904a532/=v537f4

It sounds like the entire cluster probably has a loose ground where it connects to the airframe.

Just pulled up at my airport and was happy to see the price had dropped form $5.07 last weekend to $4.07 today!

The only ones negatively affected that I would have any sympathy for are the small airport boards and FBO's who have 4-5K gallons sitting in their tanks that they paid just under $5 gallon for a few months ago.