Marauder

Another thought. I subscribe to SavvyAnalysis and have the folks there look at stuff for me when I can’t sort it out. Another set of professional eyes can help. Sent from my iPad using Tapatalk Pro

You definitely have a dead #4 cylinder showing up. It’s possible that both spark plugs went offline at the same time but not likely. I had 2 spark plugs in the same cylinder firing intermittently but it looks like both of your’s went dark. You need to look at common factors (injectors, manifold, valves, etc.) to start eliminating things. Good luck, I know how frustrating these things can be. Sent from my iPad using Tapatalk Pro

Same goes for the northeast. Sent from my iPad using Tapatalk Pro

IMHO stepping up to anything less than an Ovation or Bravo, isn’t worth the jump. My F cruises in the same range as older Js and quite honestly, many, many Js haven’t been upgraded either. Sent from my iPad using Tapatalk Pro

Hey! Great progress. I agree with you on the protruded displays. I HATED my Aspens being stuck forward. I am sure now that you made this investment, you will be back for other upgrades. Just include these changes in your next upgrade. That’s what I did. Becomes a bit more expensive, but at least you can work towards their timeline. Sent from my iPad using Tapatalk Pro

I’ve been following this thread since I have seen two of these units being installed in a Cessna 172 and Piper Cherokee at my home maintenance shop. I noticed that all of the packaging for the TruTrak has been converted to Bendix King trademarks. So, at least it looks like the order fulfillment has been taken over. Just hope that BK’s bureaucracy doesn’t slow down the certification process for those of you waiting. Their track record has been extremely poor at getting products out to market on time. Sent from my iPad using Tapatalk Pro

And just to chime in on iPad usage. I fly a bit as a safety pilot and I see how some pilots have gotten pretty dependent on their iPad. In fact, one guy was trying to convince me that his iPad heading was sufficient to replace his broken DG. I think where some guys get off into the weeds is related to the GPS capabilities of these iPads. The approval for these EFBs was to serve as a replacement to the paper system that was in place. It was never intended to replace a certified GPS unit in the panel. But to some pilots, it has been a hard sell. To the original OP, thanks for sharing this experience. I know some of the peanut gallery has been chucking nuts. It is important to learn, especially since these new electronics have introduced new ways of flying. I’m sure there were a few in the gallery that didn’t know what an RNP approach was. Sent from my iPad using Tapatalk Pro

I have been using that feature on my 650. It does give you a warning that you are responsible for terrain clearance (and rightly so). Some airports served by GPS approaches have higher minimums due to TERPS requirements. And they may be limited to a non precision approach. Using the visual approach guidance can still get you into trouble. I think the visual approach capability is great for going to an airport and given a visual approach. It sets up up nicely for identifying the final approach segment including a 3 mile waypoint on final. As well, using it to identify a runway at an unfamiliar airport is great. Here is a good example of why the visual guidance feature can get you into trouble. At my home airport, until recently it was served with a VOR approach with an MDA of 940. Part of the reason for a roughly 500 HAA is because of a hill on the north side but also because of wires that cross in front of the runway. Using the visual approach capability, the 3 degree glide slope would put you really close to the wires. And in this picture, you can see me staying above the glide slope just to make sure I don’t get too close to those wires. Sent from my iPad using Tapatalk Pro

Also, how long have you been with them? I have been covered by them since the mid 1990s. Sent from my iPad using Tapatalk Pro

Interesting. I just went through my policy and I don’t have any restrictions for unpaved runways. I wonder if this is something new. My policy was issued by USAIG in March 2019. Sent from my iPad using Tapatalk Pro

I had a lot of initial issues with my GTN 650 opening squelch. That turned out to be a firmware issue. Later I was having issues with certain Center frequencies. Turns out the issue was the JPI 900 remote warning indicator. Ferrite ferrule corrected that problem. I would double check that the correct firmware settings are being used. The shop who installed mine did not use the correct settings. Another shop corrected those settings. Also, I would go through the plane and look for anything in the plane that could possibly cause interference. Who would have thought a stupid remote warning indicator could cause interference that blocked only certain frequencies? Sent from my iPad using Tapatalk Pro

The Max screen definitely has a higher resolution that you can see. I am using a Lynx 9000 for the ADS-B in. I wanted active traffic and the Lynx I bought has it. The active traffic continues to show more traffic than I ever saw with just TIS-B. What I have noticed is the richest of color when compared to the ESI-500 in my plane. The ESI-500 is very vibrant and the non-Max units are not. Non-max: Max units: The other thing is I keep finding little niceties that I didn’t have with the non-Max units. Like having a timer on the chart page. It is only a count up timer, but it really makes it nice to quickly start a timer this easy. Sent from my iPad using Tapatalk Pro

There is a J-B Weld product specifically for plastics. If it isn’t working, the temperatures may be wrong for it. Ask me how I know... https://www.jbweld.com/product/plasticweld-epoxy-putty Sent from my iPad using Tapatalk Pro

For those of you with Aspen 1500, 2000 or 2500 systems, you will be pleasantly surprised with some of the new ADS-B features that the higher speed processor will support. One of my pet peeves was why they couldn’t leave the N number of TIS-B traffic on. They do now... Another nice feature is the METAR flags are on the main Nav page. Easy to scroll to an airport and pickup the weather (as well as all the other airport information). Sent from my iPad using Tapatalk Pro

Sorry to hear about Bennett’s passing. He was one of the good guys. Sent from my iPad using Tapatalk Pro

I flew for years in Buffalo and icy runways were pretty common. As was mentioned, the key is not to use the brakes. Instead using aerodynamic braking and anticipate that you may need considerably more runway to get to a full stop. The other nicety that comes with icy runways is the possibility that any wet portions can get sprayed up into the wheel wells and freeze. And let’s not forget about the plowed snow. Between mounds that are high enough to clip your wings to buried runway lights, it leads to a wonderful experience. I don’t miss it but will still contend with it when I fly north to see the family. Sent from my iPhone using Tapatalk Pro

When I was in my 30s it was always a difficult reach. At a minimum I needed to release the shoulder belt (remember our Fs did not come with shoulder belts). As I got older, sliding the seat back and reaching worked. As I got even older, if I didn’t have the PVC tool, I could not reach it. Wait until Mother Nature catches up with your young body. You will get a first hand experience. I know there are older shorter pilots than me who can’t reach it without the tool (I’ve flown with them). I can appreciate the predicament the accident pilot was in if he knew he had to reach the selector in an emergency. I worry about it. Sent from my iPad using Tapatalk Pro

Is the restaurant open at Orange County? I flew a Pilots N Paws mission for a dog that came up from Florida. Took him from Ocean City, MD to Orange and he ended up in New Hampshire. Never met a dog more appreciative of getting rescued. You could tell he was malnourished. Sent from my iPad using Tapatalk Pro

Then you get to try out the other gizmo you bought: https://www.generaltools.com/hand-tools/inspection-retrieval-tools/pickups/24-in-lighted-magnetic-mechanical-pickup Sent from my iPad using Tapatalk Pro

The Mooney can haul everything. The real challenge is getting them to the airport. Had to move from using my F350 to a F650 dump truck. Sent from my iPad using Tapatalk Pro

Got pictures of the area?

I looked at a few shops and sheepskin is expensive no matter where you buy it. I used: https://www.aerosheep.com/ Pimping it out...

What you are describing sounds unique to the G5. Looking at the picture below, the overhang of the un-recessed Aspen fits into the recessed opening. The hole may be bigger but the recessed hole is no larger than the overhang from the un-recessed unit. Sent from my iPhone using Tapatalk Pro

Look at the bright side of this. At least it is not rigor mortis.

I ordered the Menard unit and will check it out on Monday. I have the rigid Vividia as well as the completely flexible one posted above. The completely flexible one is a pain. Too flexible and you really can't control where it goes. The issue I don't like about the rigid Vividia and the flexible one is having the display not integrated with the unit. Yeah, it is fine if you are looking at cylinder internals with the rigid Vividia because you can set the display unit on the engine. I am hoping the Menard unit with the integrated display will help when I go snaking around under the panel looking for stuff.