Marauder

I replaced mine with a Wemac style vent. Aircraft Spruce carries them. Sent from my iPad using Tapatalk Pro

Brian - you’re going to find pro Garmin and pro Aspen camps here. Each manufacturer has their own merits and I would suggest you fly behind them both or at least ride along in planes with them. I can speak to the Aspens as a 6 year owner and to the G5 as someone who flew as a safety pilot in planes equipped with them. First, the Aspen E5 is not a direct equivalent for the G5 HSI. The Aspen E5 comes with just a DG, so if you are looking for an HSI, the Garmin is a better choice. I do believe, but confirm, that an E5 can be made into an Aspen PFD 1000 through firmware updates. This would allow you to buy the cheaper E5 and upgrade to the full unit later when funds are available. I really like my Aspens (I have the 2000 system). Been rock solid and there is a lot of information, including a moving map on the PFD. The G5’s don’t display as much information (like waypoint data or the ADS-B in stuff) but certainly are no slouches. I would get to work with them a bit before committing. Sent from my iPad using Tapatalk Pro

The word “permanent” by itself would mean as you suggest. But when combined with the words “clock display”, as written in the FAA legal interpretation, it has a different meaning. “Permanent clock display”, means it displays the clock permanently. You are also ignoring the manufacturer’s own website statement that clearly shows they are seeking guidance on the interpretation. I doubt the boogie man is going to get you or anyone else who purchase one. Although in the 28 years of ownership, I have seen some strange, illogical requirements come and go. Like the Mode S mandate in the 1990s. Sent from my iPad using Tapatalk Pro

I am pretty sure the reservoir is expected to have a fill capacity less than the top of the reservoir. I suppose running a wire down the fill tube will show how much are in the reservoir. Sent from my iPad using Tapatalk Pro

If he comes back, we’ll know he is one of us. Sent from my iPad using Tapatalk Pro

Again, it comes down to the definition of the word the FAA used in their response. Permanent sounds like it means it is always being displayed. Even the Aerovonics website points out that they are seeking out guidance. What they wrote on their site clearly indicates it is something that can be installed in addition to the required clock. “Important Note: NORSEE allows installation *in addition to* existing, required instruments in the cockpit. We are working guidance on how to potentially replace a legacy, analog clock which may be considered a required instrument in some aircraft. (GPS units often have a clock that meets FAR requirements.)” I’m not here to pee pee on the gizmo. As you know, I’m an early adopter on a lot of new technologies and would have one of these in my panel as a replacement to my clock if I felt it was a direct replacement today. I got burned on a mod that was approved by one FSDO only to be told it needed to be removed by another. Sent from my iPad using Tapatalk Pro

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You can use my airport location. N57. That is where I would be able to help someone in need. Landing in my Delaware backyard is a bit tight. Sent from my iPhone using Tapatalk Pro

The expansion & contraction phenomenon is real. I can fill my plane to the top at 50° outside air temp and see it go down an inch or more by the next morning with the temps in the high 30s. Same with filling the tanks on a cooler day and storing in a warmer hangar. Sent from my iPhone using Tapatalk Pro

My plane is a bit different with an all glass panel. Everything has a light source so the only thing lighting does for me is illuminate the knobs or buttons that don’t have their own light source. Even without their own light source, the Aspens throw off enough light to light up the switches. I left the factory original white lights in place with the original rheostat. They offer sufficient lighting and also control the lighting of the audio panel buttons. The LEDs are on a PWM controller and are adjustable from a very low level of lighting: To a pimped out level I find the red light certainly helps retain my night vision and it is perfect to be able to setup the cockpit with the master on using the low power draw LEDs. Sent from my iPad using Tapatalk Pro

Who poked me?! Sent from my iPad using Tapatalk Pro

Am I on the map? Sent from my iPad using Tapatalk Pro

The J models I have seen have them in the avionics bay. Sent from my iPad using Tapatalk Pro

What this is referring to is making sure that if you have strobes already that you just don’t simply take the power lead from the strobes you are removing and connecting this unit up. It’s a warning that you’ll most likely fry it if you accidentally connect it to the power supply. Most likely because the strobes on this unit are LEDs and not traditional gas tube strobes. If you have strobes like Whelen’s, you will need to remove them and take the power line to the power pack and use it instead. Another painful option is to run a new power line to the unit. Sent from my iPad using Tapatalk Pro

I think someone was smart and moved it from its original location. Sent from my iPad using Tapatalk Pro

Indeed. Especially this one that applies to both prospective and current airplane owners. I always thought it was related to the cost associated with owning an airplane. “The truth is often what we make of it; you heard what you wanted to hear, believed what you wanted to believe.” Sent from my iPad using Tapatalk Pro

Santa’s gift to me. Sent from my iPhone using Tapatalk Pro

But delivering a lump of coal doesn’t count! [emoji1787] Sent from my iPhone using Tapatalk Pro

Where I have heard pilots getting violated on an approach is canceling IFR when they can’t meet the VFR cloud clearance requirements. Sent from my iPhone using Tapatalk Pro

I can’t believe you are too! On his LPV approach to Auburn, he does a cut away shot using the front camera. That camera view indicated to me that it was able to “see” pretty well on that approach and although viewing angles comes into play, suggests the RVR on the Oakland ILS approach was pretty close to what was reported. Even his taxi on the runway confirms the low visibility. His removal of the video may be related to the “hey dummy” comments he received but in previous videos where he clearly busted the terrain clearance requirements, those videos came down pretty quick as well. I do find it funny that he points out the “almighty checklist” on every flight. I remember someone pointing out his clock showing no time had elapsed from when he supposedly started the checklist and since then he points out the checklist usage. I wouldn’t ride with him. Sent from my iPhone using Tapatalk Pro

I used one of these. Sent from my iPad using Tapatalk Pro

Merry Christmas! Sent from my iPhone using Tapatalk Pro

SWTA cowl mod with the access panel removed and a rubber stopper in place for bleeding the brakes. Sent from my iPhone using Tapatalk Pro

He’s back. Shooting a night LPV approach and forgets to turn on the runway lights. https://youtu.be/lD6NPNsC39E Sent from my iPad using Tapatalk Pro