Marauder

In other words, a RotoRooter guy for humans? Sent from my iPad using Tapatalk

We're do for some nice weather! Sent from my iPad using Tapatalk

I don't have it either. Sent from my iPad using Tapatalk

Come on over. P.S. You watching this storm come in? BIG one! Been listening to the boys coming into Philly. Looks like some deviations tonight! Sent from my iPad using Tapatalk

For those within commuting distance, the local EAA chapter is having their monthly Pancake Breakfast. http://www.eaa240.org/?p=6090 If you plan on attending, you may actually get to see some of the herd upclose. But you'd better come early, they have been known to finish off the pancakes when they start to frenzy eat... Sent from my iPad using Tapatalk

Check with Brett (bnicolette). He has one in his Baron. Sent from my iPad using Tapatalk

Unit is going back to JPI for the manifold pressure issue and waiting for them to figure out what to do with the squelch opening issue. Sent from my iPad using Tapatalk

Update: this video says it all, just change my word "sensor" to "indicator" in the video. No resolution thus far. http://youtu.be/C_I-OjGJI-U Sent from my iPad using Tapatalk

Update: JPI wants me to send the unit back to correct the manifold fluctuation problem. Will update the update when I get it back. Sent from my iPad using Tapatalk

Whatcha get yourself into Dan? Sent from my iPad using Tapatalk

He is all yours Alan! Sent from my iPad using Tapatalk

Time will tell about the resale value but it will be certain that a plane without a GPS will be more to difficult to sell against one that has one. Like I mentioned above, I really held out hope for the 770. I know of no one who has installed one, let alone is talking about it. But with the Gorilla's products out there and a decent, but pricey, Avidyne unit, BK will have its challenges getting traction. As an owner of a 650, if you are not planning on either displaying your weather & traffic on an iPad, portable or a MFD of some type, I would look at the 750. For me the 650 screen is fine since I can display everything on the Aspens and once the flight plan is programmed, I'm spending the majority of my time looking at the Aspens. Sent from my iPad using Tapatalk

You say something Don? Sent from my iPad using Tapatalk

I will admit I haven't spent much time on fltpln but based on your recommendation, I will. It always seems like a chess match for me on the northeast side of the country. I fly to see family in upstate New York a half dozen times a year. In the past few years since I have been based here, I have given up trying to figure out the route and will go VFR if the weather works. On Saturday, I flew with Jack Merritt out to Pittsburgh. We filed the exact same route we took on the way out and ended up with something that was 70 miles northeast. I will try to see what fltpln offers. Thanks. Sent from my iPad using Tapatalk

That is what I was thinking. As long as ground contact isn't there, I'm sure no one would be calling you "Sparky". BTW -- I read somewhere you are 6'9". I now understand the Yetti reference. Sent from my iPad using Tapatalk

So... Finally found someone to ask all of those nagging questions about routing! Are you Center or an airport controller? I would love to just once get a route filed without it being changed. Is that even possible? Sent from my iPad using Tapatalk

Is carbon fiber an insulator? In our aluminum cans, I suspect we would be toast. Sent from my iPad using Tapatalk

I spoke to JPI today (Tim). Said he never heard of the issue, but wanted to run it by the R&D engineers. He then called me a few minutes later and asked if I could disconnect the remote warning light to make sure that wasn't the issue. As for the engine off, good question. I will try that tomorrow (I'm off all week -- so this is what retirement feels like?!). The avionics shop also called Garmin and they replied with "never heard about that problem before". The ground is an interesting topic. I will call the shop that installed it and see where they grounded it. I went through the installation manual and noted that comment as well. I also mentioned the fluctuating MP issue to Tim at JPI. Didn't get a "never heard that before" comment, but didn't offer up a solution but did ask for my data from June. My MP data looks just like yours, about an inch of fluctuation. Will keep you posted. Thanks for the engine off suggestion. Sent from my iPad using Tapatalk

Thanks for the history lesson Peter Garmin. The most current post in that thread is 4 years old. Back then you could only buy Swiss watches. Now you actually buy digital ones. Go figure! !

And we won't even mention what I can haul [emoji15]

Not good. Probably not much left of the 150 if it could bring a F16 down. Sent from my iPad using Tapatalk

Amen to that comment brother! I also think there are a lot of older pilots who just don't want to let go.

In addition to all the reasons Anthony mentioned, I think one of the big reasons is "tire kickers". I tried Craigslist once. Never again. What is the fascination with bartering or trading stuff for stuff? A serious seller, with a decent plane knows the options available to them. If the plane is known, it is amazing how the word gets out.

Just to comment on the Aspens since I am into 2.5 years of ownership and recently had a chance to try out the battery backup (my choice). I also have flown with steam gauges from the 80s until I upgraded to glass in 2012. Aspen did have an infant mortality issue when they first introduced the product. Like any new electronic product, you go through your period of startup problems. All manufacturers go through this. I think Aspen took the steps to correct this. When I purchased the Aspen 2000 in 2012, I asked a lot of questions pertaining to this and felt comfortable that the issues were corrected. My Aspens have been solid. I wish I could say the same about my Garmin GTN. As for the battery backup, in the course of troubleshooting the GTN open squelch issue, I decided to operate the Aspens as if I had a true electrical failure. This was the first time I had done this. After flying around for 45 minutes on Aspen battery only power, I was pleasantly surprised that I still had 68% power left on the batteries for the PFD and 71% on the MFD. Granted it was a warmer day and Aspen indicated that at warmer temps the batteries would last longer. And also I noted that the displayed dimmed a bit to save power, but certainly readable in bright daylight. I'm pleased to see the performance, especially since the rest of the panel was taking a nap. Steam works, until it doesn't. In the almost 30 years I have been flying, I have had gyro failures, vacuum pump failures, electrical demons, heck, even recently satanic possession of my radios. I've learned the best way to combat loss of something is training for when it happens, the second best way is to do everything you can to prevent it from happening in the first place (heavy doses of preventative maintenance) and this includes redundancy. I haven't regretted upgrading to glass. My situational awareness is better, the redundancy is comforting and I got a chance to learn something new. Sent from my iPad using Tapatalk

Let's see, 1) Modern airframes 2) Bigger powerplants 3) Higher altitudes 4) Newer amenities 5) Finer appointments 6) More spacious cabins 7) No sympathy from me You matter... Sent from my iPad using Tapatalk