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Agree with the other post plus FIS-B weather precision varies with distance from the ground tower. That is, for example, radar imagery from greater than 250 miles (?) is more coarse than from the local tower. For slow aircraft that may not be a big deal but for faster flyers and long distance...

For one thing, consider a high wing plane with two tanks interconnected at the engine. If the plane is parked off level gas will drain from the higher tank through the interconnection valve to the lower tank which, when it becomes full, will overflow thus pouring expensive gas onto the ground...

For example, the Chart Supplement for the southwest shows that KCOS (Colorado Springs) has a VOT on 110.4 MHz.

VOT info from AIM: VOR Receiver Check The FAA VOR test facility (VOT) transmits a test signal which provides users a convenient means to determine the operational status and accuracy of a VOR receiver while on the ground where a VOT is located. The airborne use of VOT is permitted; however...

Another way is to use a VOT, (VOR Test) which is a signal transmitted at some larger airports...or it used to be! The AIM should show whether a particular airport has that capability.

I recently upgraded to the JPI EDM-830 so the Fuel Scan 450 I had is no longer needed. Since the transducer is installation dependent I will sell the basic instrument only for $100. Typical price for the instrument and transducer is about $500 with the transducer alone selling for about $400...

"Journalism" = "if it bleeds...it leads".

I use white.

Thanks for the tutorial, Wayne. I recall you using it for your airventure videos but didn't know how to access Windy. Now that I have I intend to make good use of it!!

The switch selects whether the digital scanning display along the bottom of the screen (NOT the "linear displays on the edge of the screen) shows EGT and Cyl temp or only fuel flow related items such as fuel used, etc. or all of the above. If there is no switch then (according to the schematic)...

The L5 frequency is different than L1 so unless the receiver is a Software Defined Radio (SDR) the navigator will require additional RF hardware to receive the L5 signal.

Aircraft Will Need Avionics Receivers Capable Of Processing L5 Signals From GPS III Satellites Aviation Today (6/11) reports that “aircraft will need to have avionics receivers able to process the legacy L1 signal and the most recent L5 signal to take advantage of the precision location advances...

Wayne, I count a day as lost if I fail to learn something new every day and this video was it for today!! I have not used "track up" on sectionals for the reason you say. I didn't know that the aeronautical chart fixes that!! Really slick! Thanks!!!

Gary, Very interesting! I have a GNS 530W and have been toying with replacing it with either the GTN or IFD. Here is another point in the GTN column. Thanks!

Right on, Jim!! Per AOPA: Legally, for air-to-air communications between private, fixed-wing aircraft, there is just one authorized frequency: 122.75 MHz. For general aviation helicopters: 123.025 MHz. Gliders and hot air balloons share 123.3 and 123.5 MHz.

I also use the XNaut cooling holder for my iPad mini 4. It allows me to run full screen brightness and even when charging it stays cool. I use a 5 VDC converter to run the XNaut fans thus saving the internal AA batteries.