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Crazy talk! The 6 place Cherokees are fine airplanes, but you don't see many of them operating out of bush strips, or short backwaters. The 260 HP versions are underpowered for 6 seats, and the 300HP examples don't exactly sip gas either! Meanwhile, my 182Q can take a 1230lb useful load...

LOP vs ROP vs Peak only matters if flying at higher power settings. We operate our O470U at peak EGT at 65% power for most cruise operations. Getting fussier is just not worth it due to the fuel distribution. I also like some other folks suggestions that ROP in a carbureted engine at higher...

If you get the Garmin integrated OAT, its my understanding that you will get a wind vector on the G5, which is pretty sweet. Edit: on further thought, you probably also need the GMU-11 magnetic reference box in addition to the OAT probe, so unless you have that already installed its likely not...

Thats a great point. My Instrument DPE did that very clearly. They all should.

I've driven out of the airport parking lot and centered myself of the yellow line once...

See I dislike stop and goes myself. I think the one thing that keeps a T&G reasonable is that you aren't spending runway coming to a full stop then accelerating back to flying speed. I guess if you have like 10,000' to work with... sure? And it really doesn't teach you much either...

I don't think T&G is inherently dangerous or excessively risky. I think the key is, like all things in aviation, to limit the risk and apply good decision making. First off, pick a long runway in your area. Something 5,000' or so is good for most airplanes as it gives ample time to establish...

Thanks!!!

Thanks Jesse, What do you mean by "3. Twist knob to change value to 10." Is that just an example of changing a setting, or actually something you need to do just to enter setup mode?

Hi all, Does anyone know how to get the certificated TruTrak into setup mode so the numbers can be tweaked? Thanks! G Edit: for clarity I downloaded the experimental manual but that buttonology didnt work.

The Toga is pretty much on the centerline of your requirements. Maybe not the most 'fun' if by fun you mean sporty. Other than that, yeah.

Ok serious contribution then :) Thermals require instability, which is to say colder air on top than normal or warmer air below. The absolute air temp at ground level doesn't tell you much about this change, known as lapse rate, so you can't say too much about how 'good' the day is. Having...

Hot days impact the performance of the glider pilot more than the glider :D

Do PIC, and if you can ask for Steve Gagnon for your CFI.

Yeah, it also depends on the airplane. Apparently Cessnas are harder to install than Pipers because of the location of the pitch servos.

I've heard that the minimum to expect is 20k and that is with an existing G5 installation and no pitch trim. I have no first hand experience on the G500 so this is pure hearsay! :) P.S. North east US pricing, so yeah we always get hammered ;)

Support for the Aerocruze has been mixed. Some folks claiming its a real fiasco, others like us, got good support. But I hear you, BK is possibly the weak link here. Having said that, 10k vs upwards of 30k is a HUGE difference and for many people its a deal breaker.

It really is cost vs features. GFC500 = all singing all dancing awesomeness. BKAC 100 = the necessities of real world flying (and the ability to fly RNAV approaches if you are willing to use it that way). The installed cost is likely to be 3x for the Garmin if you include the G5.

It's not hard at all, I just disagree.

I'd be willing to bet these cracks will be rare, but who knows. I do know I'd rather know about them if they exist though! At least the inspection portion of this is pretty inexpensive, and frankly seems like something that should be done on any good annual anyway.. yeah?