Marauder

Really sorry to hear this. Thoughts and prayers… Sent from my iPad using Tapatalk Pro

I’m curious how there is a breaker for the CiES senders. As for the “magnetic” mode, what they are referring to is the frequency mode. Think of the difference between frequency and resistive as the difference between analog and digital. I’m not sure how the Garmin is setup. My senders are using frequency mode. I found that the senders did not work correctly until I grounded them to the same ground point as the JPI 900. Also, I don’t know whether they specified it in the installation manual, but I used a shielded wire. I put a thread out there documenting my installation. Might be helpful if you find it. Sent from my iPhone using Tapatalk Pro

I’ve had CiES senders with my bladders since 2017 and have never experienced what you are seeing. Not sure what kind of metal would be in an O&N rubber bladder. I did have an issue with the CiES sender orientation. If it is installed right side up, it is pretty close to the bladder wall. I could see a scenario where fuel sloshing around in turbulence might cause the float to change position - but that sounds like a reach. Are you running them in frequency or resistance mode? Sent from my iPhone using Tapatalk Pro

I carry this while cycling. A lot of the road bike versions will use the 12 gram CO2 cartridge. This one can use 16, 20 or 25 gram cartridges. I opted for the larger cartridge version because inevitability prevails and I find the second hole in the tube after I used up the 12 gram cartridge. Just need to make sure which cartridge type you are ordering (threaded versus non threaded). The compatible cartridges are listed in the description. Never thought to see if it will fill an airplane tire. But if it will put enough gas in the tire, this is the way to go. Sent from my iPhone using Tapatalk Pro

Model? If a model with the mechanical squat switch and you are flying in colder temps, could be your donuts are not expanding fully for a while to activate the switch. If your donuts are healthy, the squat switch is adjusted correctly, you could install the retrofit kit to allow the override to happen during on those really cold days. Sent from my iPhone using Tapatalk Pro

My brother is a trucker and there are many long haul truckers who live with their spouse in their rigs. If it is a matter of safety, who is more likely to be a public risk? A 400 pound trucker with high blood pressure and a few undisclosed ailments like sleep apnea driving behind a school bus of kids on a field trip or a similarly BMI challenged pilot with unreported sleep apnea flying over a city? I think there is a lot of medical requirements placed on pilots that the driving public doesn’t have (anyone else remember the conversation about being the time to hand over the car keys?) Considering the small Pilot population, it is a lot less likelihood they would be involved in creating an issue, let alone running into that school bus. It is an example of an over regulated activity. Basic Med helps a lot but until we get to a point that it is a right versus a privilege, you are only one medical ailment away from losing that privilege. Sent from my iPhone using Tapatalk Pro

What I find interesting is the DOT physical requirements for truck drivers. You can have a whole laundry list of health issues and drive on public roads with a 70,000 pound truck. I’ve always believed flying has been treated as a privilege and driving a right. I get the need to have some higher level medical assurances for those flying people around for hire. But for us pond scum, flying our lawn mower types, I really don’t get the additional medical scrutiny. Basic Med has been a great step forward but who poses a greater risk? Two guys with the same health condition, one driving a 70,000 pound rig or the guy flying his lawn mower? Sent from my iPhone using Tapatalk Pro

We get "Thank God, we thought you would never cancel". We call Jersey Love.

Are you really based with Stinky Pants at Linden? Sent from my iPad using Tapatalk Pro

I just pulled up some of the referenced manufacturer standards they mention and I see no indication it is safe to use on plexiglass. A couple of the standards mention riveted surfaces and general engine cleaning. I’d probably call the manufacturer or dig deeper in the standards to see if it can be used on plexiglass. It does look like a good cleaning cloth for getting that pesky oil off of my gear doors! Sent from my iPad using Tapatalk Pro

Most of us have either a JPI 900/930 or the Electronics International version. In order to use the fuel tank quantity to replace what your factory gauges show, you will need to have an instrument that qualifies as a “primary” instrument. When I had my JPI 900 installed, I let the factory tank fuel senders. As you might surmise, I got the same sloppy indications on the 900 as I did with the factory gauges. That all changed with the CiES sender replacements. Those senders, combined with a primary fuel gauge, are spot on. The only thing better would be if the 900 displayed fuel in tenth increments. It rounds up or down to the next whole gallon. If you look at the raw data from the 900, you will see the decimal formal of fuel in the tank and fuel used. Pretty impressive. As for fuel flow, I have dialed in my fuel flow by spending some time tweaking the transducer calibration. My fuel totalizer (the JPI 900) will typically be within 0.5 gallon of fuel consumed. And some of that error is caused by fuel expansion and contraction since my last fill up. Sent from my iPad using Tapatalk Pro

One thing I have never figured out is why there is a need for a re-route at all. From the start, they know who I am, where I am going, how fast I am flying, my intended route, the LOAs along the route. Why issue a biblical re-route at all? It is not like I am flying into an airport that I need a reservation slot. Sent from my iPad using Tapatalk Pro

Welcome to the northeast! Sent from my iPhone using Tapatalk Pro

I have the Jepp Nav database update for the Aspen. The package includes 3 updates per cycle. I suspect this is for people with 3 Aspen units. You may want to call them and ask if they sell just a single unit update package. In addition to the Nav database, it also includes obstacles and terrain updates. The obstacle updates help where there are ongoing changes (like wind mills). I’m not sure how important it is for PFD only units and maybe others who own just the PFD can comment. Sent from my iPhone using Tapatalk Pro

So, where does all this TERPS discussion leave us with this mishap? Clearly, something didn’t go as planned. In my thinking, there are still pieces of the puzzle to be fitted. Like, was he really receiving an LPV signal or was his GPS showing an LNAV for RWY14? Did he get an LPV indication for RWY14 but dove to the DA thinking he was dropping down to an MDA for a look see? Based on his ATC exchanges, how far in the back seat was he when he shot the approach? Seeing that he was pretty expressive in post mishap conversations with the press, I’m sure the investigators will be able to piece together what type of neuron path he emitted during this event. Sent from my iPad using Tapatalk Pro

Do a couple of owner assisted annuals and you’ll appreciate power screw drivers. Sent from my iPhone using Tapatalk Pro

Same goes for the belly pans and inspection panels! I bought 2 of these DeWalt gyroscopic screwdrivers (one for home and the other for the airport). Without activating them, they act like a regular screwdriver but with a slight rotation of the wrist, you have variable speed screwdriver that increases or decreases speed with the amount you rotate your wrist. They make them in both a straight version or one that bends into a pistol grip. Sent from my iPhone using Tapatalk Pro

You definitely made the right call on this flight. I’m familiar with the weather northwest PA can throw at you and stacking the odds in your favor will keep you from becoming a lawn ornament. Sent from my iPhone using Tapatalk Pro

I’m not sure there are documented studies but from my personal experience, having everything in one location in front of me really has improved my “scan”. Especially when you consider the Nav (CDI) information is laid over the primary instruments. With the Aspens, you also have additional useful information like time and distance to a waypoint, winds aloft and reminders like minimums for an approach. Plus, in the configuration I have, I can have two approaches overlaid to use as a cross check. Sent from my iPhone using Tapatalk Pro

I’ve flown behind Aspens for a decade now. I have also had the opportunity to fly in planes with everything from G5s through the G3X. The 275’s screen is pretty clear and the information is definitely there but it is really packed in there, especially for the HSI with the moving map and CDIs active. I find the Aspen display has everything I need in plain view. With a planned GFC500, you’ll need a Garmin product to interface it with. I would try to find some owners nearby who have both and see them in action for real. Using them in real life adds a different twist to the evaluation over pushing the buttons at the avionics shop. Quite honestly, a lot of this glass stuff is overkill for what we are doing. Yeah, it’s cool and does provide more situational awareness. But then I fly with a friend with his 6 pack and an iPad with ForeFlight and I realize how much overkill it is. People ask me why I have a 650 instead of a 750 in my panel. For me, everything I need is on the Aspens and the 650 is nothing more than data input device and a com radio. Even that role has diminished now that I use Garmin Pilot to push flight plans and changes to the 650. Spend some time looking at all the options and make your decision based on which user interface works for you. Sent from my iPhone using Tapatalk Pro

Much of what we are seeing in GA mimics what is going on in many trade industries. My generation was pushed to “get a college education” and there just aren’t as many people entering trades. That leads to higher prices, less availability and unfortunately worse quality. For me, what is troubling is the quality of some of these shops. My last 2 MSC visits both resulted in after annual repairs because they messed something up. And I’m not talking about forgetting to put inspection panels back on or stripping half of the belly screws (they did that too). Rather genuine “holy crap” stuff. And when I tracked it back to the originator of the problem, it was the new guy who wasn’t being supervised. The same stuff happened when going to avionics shops. I think this environment is one of the reasons the RV business has been solid. The guys I know who have built, are doing a much better job of maintaining their aircraft than the certified shops. Sent from my iPhone using Tapatalk Pro

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I buy into this theory. The night time denominator is pretty low in my area. The only single in my neck of the woods tonight is a Caravan. Sent from my iPhone using Tapatalk Pro

Does this mean I should put Davey Crocie up for adoption? He sure helps keep the kids off of my lawn. Sent from my iPhone using Tapatalk Pro

Since he was originally planning on the RNAV-A, I wonder if he treated the RNAV 14’s DA as an MDA. Could explain the sudden altitude movement. Sent from my iPhone using Tapatalk Pro