Marauder

Foreflight is correct. And with them being acquired by Boeing and being a sister company for Jepp, I doubt it will change.

Somewhere in Jersey the Reaper weeps... Sent from my iPhone using Tapatalk Pro

I think the same way you do when it comes to the safety gear. Anyone who has ever done fire fighting will tell you if the fire doesn’t get you, the smoke will. Most house fire deaths typically involve a level of smoke inhalation that either resulted in incapacitation followed by death by fire or by the smoke inhalation itself. Even if a fire has been contained, the amount of residual acrid fumes from smoldering materials will leave you teary-eyed at best or having you hacking up a lung. Sent from my iPhone using Tapatalk Pro

The concern I have with a fire is that opening a window or door while the fire is still present (either in the panel or under the cowling) will just most likely keep providing for an air source to feed the fire and draw the flames into the cockpit. Anyone want to set off a smoke bomb in their plane and provide a first hand account of what actually happens? I've only seen one cockpit fire. An experimental who had a wiring fire on the ground while taxiing. There was enough smoke to make me go out and get a smoke mask.

And one of these: https://www.amazon.com/iEvac-only-American-Certified-Smoke/dp/B00812AEDW/ref=mp_s_a_1_1_sspa?keywords=ievac+smoke+hood&qid=1567789624&s=gateway&sprefix=ievac&sr=8-1-spons&psc=1&spLa=ZW5jcnlwdGVkUXVhbGlmaWVyPUEyREQxTFo5WDBLU1c2JmVuY3J5cHRlZElkPUEwNjA1Mzc4MURaSjRHNllGQlpDVCZlbmNyeXB0ZWRBZElkPUEwMDk3NTY0QzRONEdOSEYwQldXJndpZGdldE5hbWU9c3BfcGhvbmVfc2VhcmNoX2F0ZiZhY3Rpb249Y2xpY2tSZWRpcmVjdCZkb05vdExvZ0NsaWNrPXRydWU= Side benefit is that you’ll be prepared for the zombie apocalypse as well. Sent from my iPhone using Tapatalk Pro

I’m not talking about the extinguisher gas. If you are fighting a cockpit fire, there is a high probability of smoke being in the cockpit with you as well. Sent from my iPhone using Tapatalk Pro

I hope you boys have a smoke mask to go along with the fire extinguishers. [emoji100] Sent from my iPhone using Tapatalk Pro

Dev - I know you are relatively low time IFR pilot and it is hard to be in an "analysis mode" when you have a heavy workload. When I brief an approach plate, I am telling myself what I should expect coming from the direction I am arriving from. This helps with the mental preparation if things go sideways. I have seen far stranger things from controllers. They are human. The advice you are being given is correct -- "ask". My favorite Philly story is calling approach control for a clearance on the ground out of New Garden. The controller gave me a circuitous route heading east about 40 miles east before going to the westerly direction I needed to go towards. When I got in the air, the controller asked me if I was on a IFR training flight and why I was flying so far east when I intended to head west. I felt like saying "because you're the knuckleheads that gave me this clearance" but instead graciously accepted a due west waypoint. This stuff happens. With experience you'll learn when it is important to ask for clarification or what you want and also know that there are times, short of declaring an emergency, you ain't going to get it.

Dev - I think there might be too much thinking going on about her intention. If you listen to the entire audio clip you provided, you hear her give a Trenton tower instruction to a plane she already gave the instruction to and then tries to give it again and even switches to a backup radio because she was convinced they didn’t get the instruction. I think what she intended to give you was a “intercept the final approach course” probably because she thought you were close to a direct course to PACKS. And instead of saying that, she told you to proceed direct to PACKS. What was your needle deflection when she issued the clearance? It’s hard to determine from your overly large airplane on the chart. The scaling of the GPS CDI will change depending on the segment. If you were within a half CDI deflection of the leg between KEHSO & PACKS, and given the “Direct to PACKS”, I would have considered myself “established” and begun descending to the 1400’ altitude for the leg to PACKS while maneuvering to stay close to the published leg. I’m sure that was her intention. Having flown into Philly satellite airports for years, I’ve learned to expect the unexpected. The radio is your friend... Sent from my iPad using Tapatalk Pro

Mine failed in a similar fashion last week. It was an old Prestolite that I had overhauled back in 1995. I saw the voltage begin dropping after startup but would stay in the 13.5 range. On a 1.5 hour flight, it kept dropping to the 12.9 to 13.0 range. I would pull and reset the field breaker and it would come back up to 13.3. When I reached my destination, dropping the gear caused it to hard fail. The shop in NY that looked at it said they started the plane later the day I arrived and it came back for the 10 minutes or so that they ran it. They thought it was probably heating up and failing. I opted to replace it with a new Plane Power. It also got me thinking about a B&C standby backup.

Joe - as Rob mentioned, cut the safety wire and lefty loosey. You will want to replace it with this part: https://www.aircraftspruce.com/catalog/appages/curtisflushmounted_05-04885.php?clickkey=204281 I replaced mine last year. Don't over torque it. You will need to a fuel sealant that doesn't have a hardening agent in it.

We talking therapy like for this poor fella? Sent from my iPad using Tapatalk Pro

This might help. I have an Aspen with an STEC 60-2 and a GTN. Sent from my iPad using Tapatalk Pro

Without an STC for the Mooney, it will come down to whether or not the field approval can be obtained. The BC-462-H is for homebuilts. Unlikely to get an approval for that to be installed. For the certified planes, the best we can hope for is STC approved model, like this one for the Bonanza's, could be field approved. The range of prices is whether or not the regulator is included as well as the other options available (display, installation kit, etc.).

Certified versions for the Bonanza are in the 2.7 AMU range. I wonder if a certified version would be required for a field approval. The non-certified are in the .8 AMU range. Sent from my iPad using Tapatalk Pro

Has anyone been successful in obtaining a field approval for a K or earlier model? If so, could you PM me? Sent from my iPhone using Tapatalk Pro

I have an access panel on top (SWTA 201 windscreen mod). Sent from my iPhone using Tapatalk Pro

That's the issue! You have given them "lots of money", you need to give them "all of the money" to find avionics nirvana.

A friend here is trying to justify a new Garmin autopilot for his J. I told him that safety sells. She is already worried about him becoming incapacitated in flight. I told him push the safety features of the GFC and he will close the deal in a heartbeat. How do you think I got an STEC 60-2 in 1998?

"Give us lots of money and we will make you happy!"

Larry - I am not familiar with these guys but I would be careful buying any plastic parts. Everyone gets this mental image that these parts will be perfect fit replacements. Unless they have the original tooling & forms, they are making copies of an original. This means to you as a buyer, that you will be spending a lot of time trimming and fitting to make these works. I saw a friend spent 3 hours trimming and fitting just the upper half of the cockpit door panel. Some of these copies also don't have the openings already cut (like the gear position indicator on the floor. You will need to make it yourself. If you have the time, patience and skills, go for it. I went with Bruce Jaeger's Spatial Interiors. Bruce replaces all of the lower panels with his STC panels and repairs and paints all of the upper plastics. The lower half look factory new. The upper half looks decent but it is not the same as replacing the panels or having them covered. I think you are based in Maryland. Maybe we should try to get together and I can show you the Spatial Designs stuff in person.

He's got the recessive gene I was speaking about...

Get your wallets out boys! And just hand them over to Garmin.

All of the above! Sent from my iPad using Tapatalk Pro

Some thought it was because after my playing days, I ballooned up to close to 300 pounds from my playing weight of 235. And this was a way for me to justify being a fat guy. "I wasn't a fatty, these are fatties!". Others believe I am one of those guys who possess the recessive gene that triggers admiration of large rotund ladies. While others, believed it was a tactic used by me to defuse some of the uglier threads this site produced. What's worse? Reading about Little Timmy or being bombarded with pictures of large rotund ladies pictures? You pick...