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Yes, please! That would be great.

No kidding! I went down to the airport today with the installer and just got back now. Hi winds kept me from taking the plane to his shop so we couldn't measure the transmit power (or whatever you call it). All we could do was verify connections were good. They were. Also, Zero impedance on...

Also: Question: would this explain that I was perfectly readable at less than 5 miles but unreadable farther out?

Actually, YES, thank you. I DO know how to get into setup, but I am unsure what the proper mic gain setting should be? When I started up, it was at -12dB which I believe is max of one end. Is there an 'optimal' setting?

Just installed a GNC 355. I'm very happy with it, but the towers I speak to tell me that I am 'weak and unreadable' when I'm only about 10 miles away. The twist is that I can hear them just fine, they are coming in booming. Any thoughts on this? Is there an internal setting I need to ensure...

I went through a similar question and finally pulled the trigger on the GNC-355 paired with the KI-209 LOC/GS that was already in the panel. The 355 gave me both a WAAS GPS that could talk with Foreflight but ALSO updated one of comms, making more room in the panel. The 355 was a 'just do it'...

the FIRST time???

As a general rule, if a blow out is discovered on rollout, is it better to: 1) Stop on the runway and call for help? 2) Taxi on the flat tire to a taxi way, stop and call for help? 3) Taxi to parking, stop and call for help? Just not sure what best practice/convention requires. Tks

I was very surprised to observe, as I did a power off landing simulating an engine out scenario, when I pulled the prop all the way back, the aircraft actually accelerated; you could FEEL it. I now will always do this if I ever have to do it for real.

Do it in a Piper...

Funny, I thought I was the only one who had this rule

Ha... No, he didn't NEGLECT anything. He just ran out of money....

Let's not forget the possibility that the CFI is milking the student. We've all seen it.

It has always been my understanding that you are "in" the traffic pattern when AT TPA altitude AND in the DW, Final, Upwind or Crosswind legs. I would never have considered myself as "in" the pattern until established on the DW at altitude.

Now THAT'S funny...

OR MELT IN THE HEAT. Had that happen myself, makes EVERYTHING sticky...