Today's Message Index:
----------------------
1. 05:08 AM - Re: Reconsider Garmin Purchases (Charlie England)
2. 05:59 AM - iPad in the Cockpit (Owen Baker)
3. 07:31 AM - Re: iPad in the Cockpit (Dj Merrill)
4. 08:18 AM - Re: iPad in the Cockpit (Tim Olson)
5. 08:42 AM - Re: What to put on the E-Bus? (Robert L. Nuckolls, III)
6. 08:55 AM - Re: iPad in the Cockpit (H. Marvin Haught Jr.)
7. 09:58 AM - Re: USB Charger (JCurtis)
8. 10:18 AM - Re: Re: USB Charger (H. Marvin Haught)
9. 10:24 AM - Re: USB Charger (JCurtis)
10. 10:52 AM - Re: D-Sub connector grease (Robert L. Nuckolls, III)
11. 11:21 AM - Re: D-Sub connector grease (Ken Ryan)
12. 12:59 PM - How to check alternator rating? (haribole)
13. 01:10 PM - Re: How to check alternator rating? (DeWitt Whittington)
14. 03:48 PM - Re: Re: Reconsider Garmin Purchases (Rob Housman)
15. 08:17 PM - Re: iPad in the Cockpit (fedico94@mchsi.com)
Message 1
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| Subject: | Re: Reconsider Garmin Purchases |
It sounds exactly right to me, based on my personal experience, and stories
I've heard from others for over a decade. They might offer a bit more of a
'deal' if you can find the right button (person) to push, but the opening
line is always outrageous flat rate fees for anything.
I've even experienced it myself, with Garmin wanting around $150 to replace
the $4 backup battery in my GPS III Pilot portable. When I cornered a
Garmin rep about it at a major flyin, he offered to give me a 'deal' at $70
if I sent it to his attention after the flyin. And the portable isn't even
a 'certified' device.
The vast majority of homebuilders (and even cert a/c owners) don't even
know that there are buttons available to push, and pay the outrageous fees
because they effectively have no other choice.
BTW, I'd like to thank Matt for keeping these lists up and running and
avoiding the ugliness of censorship, which is rampant on the VAF forum. For
those who don't follow it closely, Matt's recent thread on the Garmin
service subject didn't last a day before it was deleted (can't have one of
your advertisers called out in public, can you.....). I sometimes go for
much longer than I should without donating to Matt, and incidents like that
remind me why I should donate every year.
Charlie
On Wed, Jun 17, 2015 at 2:12 PM, Stein Bruch <stein@steinair.com> wrote:
> >
>
> This doesn't sound right. Sounds to me like someone just didn't want to
> deal
> with you (and it likely wasn't Garmin in this case). I don't know what or
> how you handled yourself, but sometimes you'll get more with honey than
> with
> vinegar - or perhaps the person you spoke with perhaps was slightly
> mis-informed.
>
> To be blunt, the lenses should be readily available (at least they were
> last
> time we got some). I'm sorry they aren't a $4 piece of plexi (there is some
> fancy schmancy coatings on them and such), but the GTX lens is around $26
> and I think the SL lens around $65.
>
> My recommendation would be to calm down a bit, sit back and take a breath
> before indicting Garmin in their entirety based on a conversation with one
> person.
>
> Not defending anyone or indicting or flaming anyone, but your experience
> just sounds like we don't have the "whole story".....might I humbly suggest
> that before blasting this to every list you manage that you perhaps speak
> to
> someone else first (or maybe even Garmin directly)?
>
> Cheers,
> Stein
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Matt
> Dralle
> Sent: Wednesday, June 17, 2015 1:13 PM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Reconsider Garmin Purchases
>
> --> <dralle@matronics.com>
>
> In the rebuild of my RV-8 recently, I managed to get a scratch in the lens
> of both the Garmin SL-30 and the Garmin GTX-327. No biggie, I thought, I'll
> just order up a replacement and stick them in, much like I did on the King
> KX-125 on the RV-6.
>
> I called up Pacific Coast Avionics today to order the parts and was told
> the
> following: Garmin will not sell the lens. Yup, you hear that right. My only
> option is to return both units to Garmin for a "factory repair" and the
> MINIMUM charge will be $535 for EACH unit! That is $1070 to replace two $4
> pieces of plastic! That is simply outrageous! Frankly, criminal behavior.
>
> I will NOT be buying ANY future Garmin products. I refuse to do business
> with a company that treats their customers this way. Unacceptable.
>
> -
> Matt Dralle
>
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
> http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 182+ Hours TTSN - Version 2.0 Now Flying!
>
> RV-6 #20916 N360EM "The Flyer"
> http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
> Status: 300+ Hours - Full Flyer Mode!
>
> Matt's Livermore Airport Live ATC Stream!
> Check out the live ATC stream directly from my hangar at the Livermore
> Airport. Includes both Tower and Ground transmissions. Archives too!
> For entertainment purposes only. http://klvk.matronics.com
>
>
Message 2
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| Subject: | iPad in the Cockpit |
6/18/2015
Hello Marvin Haught, You wrote: .... I am going with an iPad with
ForeFlight set into a panel mount......
On a normally warm yesterday my iPad mini 2 with WingX Pro 7, held in
cockpit space by a Ram mount, gave up and said words to the effect: "I am
suffering from heat exhaustion and will have to rest for a while."
Maybe one should rethink making a panel mounted iPad a critical piece of
flight instrumentation.
OC
'O C' Baker says "The best investment you can make is the effort to gather
and understand information."
==========================================================
--> AeroElectric-List message posted by: "H. Marvin Haught Jr. "
<_handainc@madisoncounty.net_ (mailto:handainc@madisoncounty.net) >
Good analysis - this is exactly why I am going with an iPad with
ForeFlight set into a panel mount, and likely staying with steam gauges,
as my instrument flying days are over. When I get to my "keeper"
project, I might chuck the steam gauges if there are programs affordable
programs available using an iPad as base for EFIS , but for now, steam
gauges and ForeFlight on a panel mount iPad.
M. Haught
Message 3
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| Subject: | Re: iPad in the Cockpit |
On 06/18/2015 08:57 AM, Owen Baker wrote:
>
> On a normally warm yesterday my iPad mini 2 with WingX Pro 7, held in
> cockpit space by a Ram mount, gave up and said words to the effect: "I
> am suffering from heat exhaustion and will have to rest for a while."
>
> Maybe one should rethink making a panel mounted iPad a critical piece of
> flight instrumentation.
On the flip side of that, I have an iPad 2 running WingX mounted on the
panel of my Glastar using a RAM mount, and have had no issues in using
it, going on 4 years now.
Likely my high wing helps to block some of the sun from hitting the iPad
directly. It would also be easy enough to add a cooling fan much like
we do with other panel mounted avionics.
For a VFR aircraft, do you really need more than an airspeed indicator
to make a safe landing? I would not consider the iPad a critical piece
of flight instrumentation even if it were the only thing on the panel
other than an airspeed indicator and maybe an RPM gauge.
My half cents, fwiw,
-Dj
--
Dj Merrill - N1JOV - EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
Message 4
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| Subject: | Re: iPad in the Cockpit |
:) Heck, I'll take it one step further....
For a VFR aircraft, I personally think you should be able to make a safe
landing with NO instruments, including an airspeed indicator.
I've been teaching one of the kids to land lately and I often only
give them engine gauges to go off of, and she does fine. It's
funny how close you can be to the right speed once you've
practiced, without any instrumentation. As far as I'm concerned,
the instruments are there just as guidance. A practiced pilot should
have enough feel to safely land a single engine plane.
Tim
do not archive
On 6/18/2015 9:28 AM, Dj Merrill wrote:
>
> On 06/18/2015 08:57 AM, Owen Baker wrote:
>> On a normally warm yesterday my iPad mini 2 with WingX Pro 7, held in
>> cockpit space by a Ram mount, gave up and said words to the effect: "I
>> am suffering from heat exhaustion and will have to rest for a while."
>>
>> Maybe one should rethink making a panel mounted iPad a critical piece of
>> flight instrumentation.
>
> On the flip side of that, I have an iPad 2 running WingX mounted on the
> panel of my Glastar using a RAM mount, and have had no issues in using
> it, going on 4 years now.
>
> Likely my high wing helps to block some of the sun from hitting the iPad
> directly. It would also be easy enough to add a cooling fan much like
> we do with other panel mounted avionics.
>
> For a VFR aircraft, do you really need more than an airspeed indicator
> to make a safe landing? I would not consider the iPad a critical piece
> of flight instrumentation even if it were the only thing on the panel
> other than an airspeed indicator and maybe an RPM gauge.
>
> My half cents, fwiw,
>
> -Dj
>
Message 5
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| Subject: | Re: What to put on the E-Bus? |
> On Jun 16, 2015, at 1:33 PM, Ross Home <rossmickey@comcast.net> wrote:
>
<rossmickey@comcast.net>
>
> I have been discussing this issue with some other builders off list and
> decided to ask this esteem group. What do I put on my E-Bus?
BN: what ever you NEED for comfortable continuation of flight
to your intended destination . . .
Maybe your battery is strong and can power more stuff for a longer
time but what if it wasn't fully charged? For me, I only put the
things on the E-bus that I must have to land. I don't need a
transponder, engine monitor, strobes, landing lights, or flap
motor. I would not want to risk turning on a landing light close in
and have the e-bus items go black.
-Kent
BN: Various comments to this thread suggest that a review of the
e-bus history might be useful.
I remember when the seeds of an idea for an 'endurance' bus
germinated. . I was in a telephone conversation with a LongEz builder
one evening about 1990. His anticipated use of the airplane was long
distance travel over mountainous country. He lived in California and
wanted to take trips back east. We were discussing flight system
reliability, not just about his battery or alternator but the whole
airplane. It was a comparative study designed to discover the weakest
links (shortest endurance) in the system. The worst case scenario was
deduced to be at altitude, a long way from concrete and
maintenance-friendly facilities. The design goal was to put the sharp
pencil to electrical demands for continued flight, battery only, to
either intended destination or departure airport. A design goal for
supporting en route demands for no less than 1/2 the fuel endurance .
. . longer would be even better.
This was a time when the solid state transceivers and transponders
were making good market penetration. We deduced that a 200W
transponder consumed 20 watts average power if heavily interrogated,
probably 10W or less over sparsely populated terrain. A comm
transceiver in the receive mode was about 4w. Panel lighting could be
whittled down to less than a watt. His turn coordinator demand was 6
watts. We deduced that after the low voltage warning light came on,
the limited battery energy should be rationed out according to a
carefully crafted and maintained, PLAN-B.
Engine endurance was limited to 4 hours by virtue of fuel aboard. We
reasoned that COMFORTABLE battery-only endurance should not be less
than 1/2 that value . . . and preferably more. Meeting this design
goal depends heavily on two bits of knowledge. (1) Capacity of the
battery in watt-seconds and (2) knowing the watt-seconds required to
support en-route loads for the target endurance goals.
Gee . . . nobody told anyone about that kind of stuff in flight school . . .
The flight instructor syllabus was tailored to make us operators of
airplanes, not system designers. Yeah, we knew about batteries from
our experience with automobiles. But to consider the battery as a
resource of energy with limited capabilities was not nearly so
refined as our attitudes toward the OTHER energy source . . . tanks of fuel.
The e-bus was birthed from the knowledge that (1) it didn't take much
energy to keep useful electro-whizzies alive and (2) enerby demands
of a battery contactor were significant compared energy required to
run a radio or light up the panel. So, the e-bus diode and alternate
feed-path directly to the battery offered a way to PARTITION off the
most useful devices such that low volts warning prompts
reconfiguration of electrical loads by operation of two switches. The
design goal being to KNOW how long the e-bus would stay up battery
only . . . with enough energy left to run some lights and things
during approach to landing. A typical e-bus load then was 2-3 amps tops.
25 years later, electrically dependent airplanes are growing in
number. But the task of KNOWING what energy is needed to design and
operated a failure-tolerant system hasn't changed. Depending on
intended use of the airplane, goals for reducing risk by design and
well conducted maintenance (the FAA calls is requirements for
continued airworthiness), one still needs to add up the energy
requirements, multiply by minutes of operation and then take steps to
assure availability of thatn energy from some combination of engine
driven power sources and batteries. Batteries evaluated as accurately
as peering down the open filler cap on a fuel tank.
I will confess to the fact that early drawings for this Plan-B bus
called it the 'emergency' bus. But as the concept evolved and new
ideas were incorporated, it became obvious that the primary goal for
the e-bus was to prevent an emergency situation from evolving . . .
hence the renaming to 'endurance' bus: a calculated, planned and
maintained Plan-B for failure-tolerant, comfortable continuation of
flight with predictable performance.
I hope this helps our brothers understand why I get exercised when
questions arise like, "How to I wire to support a 20-amp e-bus?". The
better question is, "Given the configuration of my airplane and it's
intended use, which electro-whizzies should be feed from the E and
battery busses . . . and how to craft and maintain XX minutes of
endurance after loss of the primary alternator?" I understand why
some questioners feel invaded or perhaps slighted when prospective
counselors look past a question about wire gages and switch ratings
to inquire into the life-story of the planned electrical system.
Please understand that to offer such advice is like responding to:
"How do I keep this soup tasting good . . . more basil or less
sea-salt?". The useful answer to the question can only be offered by
knowing what kind of soup you're cooking, what ingredients are on
hand and in what proportions they are incorporated.
Bob . . .
Message 6
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| Subject: | Re: iPad in the Cockpit |
That is the way I was trained by an old navy instructor. Had sticky
pads in his pocket and would start covering instruments until I could
set engine rpm's by sound, air speed by feel and sound, and recognize
change in attitude by both sounds and feel. But that really has little
to do with using an iPad as a navigation aid.....I say aid, as I always
have a chart as backup, and constantly check what the electronics say as
compared to my compass and DG, although DG's can precess and be off a
lot if they are starting to fail or well worn. The other thing is,
compared to a panel mount Garmin unit that would give you a moving map
display, with the subscription costs on top of the installation costs, I
can easily buy a second iPad and 2nd ForeFlight subscription for backup
if I were too lazy to finish a trip with chart and dead reckoning. It
is hard enough to afford flying for many of us in the best of
conditions, and more power to those that can afford the higher dollar
solutions.....I certainly don't begrudge anyone a higher financial
standard in any endeavor. But for my uses, the iPad is a good solution
that I can reasonably afford. Everything is a trade off, and any
electronic device can fail. Knowing your limits, the limits of your
equipment, and planning for the failure is the key to being safe in
flying, or in any form of transportation.
M. Haught
On 6/18/2015 10:17 AM, Tim Olson wrote:
>
> :) Heck, I'll take it one step further....
>
> For a VFR aircraft, I personally think you should be able to make a safe
> landing with NO instruments, including an airspeed indicator.
> I've been teaching one of the kids to land lately and I often only
> give them engine gauges to go off of, and she does fine. It's
> funny how close you can be to the right speed once you've
> practiced, without any instrumentation. As far as I'm concerned,
> the instruments are there just as guidance. A practiced pilot should
> have enough feel to safely land a single engine plane.
> Tim
>
> do not archive
>
> On 6/18/2015 9:28 AM, Dj Merrill wrote:
>>
>> On 06/18/2015 08:57 AM, Owen Baker wrote:
>>> On a normally warm yesterday my iPad mini 2 with WingX Pro 7, held in
>>> cockpit space by a Ram mount, gave up and said words to the effect: "I
>>> am suffering from heat exhaustion and will have to rest for a while."
>>>
>>> Maybe one should rethink making a panel mounted iPad a critical
>>> piece of
>>> flight instrumentation.
>>
>> On the flip side of that, I have an iPad 2 running WingX mounted on the
>> panel of my Glastar using a RAM mount, and have had no issues in using
>> it, going on 4 years now.
>>
>> Likely my high wing helps to block some of the sun from hitting the iPad
>> directly. It would also be easy enough to add a cooling fan much like
>> we do with other panel mounted avionics.
>>
>> For a VFR aircraft, do you really need more than an airspeed indicator
>> to make a safe landing? I would not consider the iPad a critical piece
>> of flight instrumentation even if it were the only thing on the panel
>> other than an airspeed indicator and maybe an RPM gauge.
>>
>> My half cents, fwiw,
>>
>> -Dj
>>
>
>
---
This email has been checked for viruses by Avast antivirus software.
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Message 7
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Hi,
I am the designer and maker of the Charge2 and Charge4 USB chargers mentioned in
this tread. A customer let me know about the forum and suggested I register,
so I have.
If anyone has questions over the units, please get in touch, I will answer the
best I can.
--------
Designer and maker of <a href="http://www.charge4.co.uk/" target="_blank">Charge2 & Charge4</a>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=443757#443757
Message 8
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So.you are in the UK? I
M. Haught
> On Jun 18, 2015, at 11:56 AM, JCurtis <jeremy.curtis@harkwood.co.uk> wrote:
>
>
> Hi,
>
> I am the designer and maker of the Charge2 and Charge4 USB chargers mentioned
in this tread. A customer let me know about the forum and suggested I register,
so I have.
>
> If anyone has questions over the units, please get in touch, I will answer the
best I can.
>
> --------
> Designer and maker of <a href="http://www.charge4.co.uk/" target="_blank">Charge2 & Charge4</a>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=443757#443757
>
>
>
>
>
>
>
>
>
>
Message 9
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handainc(at)madisoncounty wrote:
> So.you are in the UK? I
>
> M. Haught
Yes, based in Cambridge, UK.
--------
Designer and maker of <a href="http://www.charge4.co.uk/" target="_blank">Charge2 & Charge4</a>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=443759#443759
Message 10
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| Subject: | Re: D-Sub connector grease |
At 01:18 PM 6/16/2015, you wrote:
>HOWEVER looking further, I found that there are both conductive and
>dielectric compounds. I would suggest against the conductive type in
>the sub-ds because of the possibility of shorting out closely spaced
>contacts. The molex ones, however-- perhaps not. I am sticking with
>the non-conductive dielectric type, however for safety.
>
>Rich (again)
>
>In a message dated 6/16/2015 12:55:34 P.M. Central Daylight Time,
>keninalaska@gmail.com writes:
>Is there a recommended grease or other compound to use on D-Sub
>connectors to offer some protection from moisture?
The D-sub series of connectors, while available with the
best of mil-qualified pins, is not classified as an
'environmental' connector. This means that while the
pins may be golden, the housing is not rated for the
usual nasties . . . oil, water, grease, hydraulic
fluid, etc.
There are versions of the d-sub connector qualified
for space-travel but in a relatively contaminant free
application. In aviation, this means a space shared with
humans.
There is a family of magic elixers and uckum-yuckies
intended to shield various devices from the ravages
of unfriendly contaminants. But the guaranteed process
is to avoid installations at risk for such contaminants.
Any silicone grease (DC-4, silicone ignition harness
treatments, etc) can be brushed onto male pins to forestall
the effects of moisture laden contaminants but I've never
had occasion to use them in 50+ years. I do use DC-4 stuffed
into coax connectors exposed to the weather . . . but that's
about it.
I can tell you that numerous hopeful suppliers have proweld
the halls of engineering at Beech, Cessna and Learjet to
extol the virtues of their particular elixer . . . and
to my knowledge, not one has ever made it into our
catalog of useful and approved processes.
Bob . . .
Message 11
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| Subject: | Re: D-Sub connector grease |
Thanks. I guess I will just use a little dielectric grease as a "just in
case."
On Thu, Jun 18, 2015 at 9:51 AM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 01:18 PM 6/16/2015, you wrote:
>
> HOWEVER looking further, I found that there are both conductive and
> dielectric compounds. I would suggest against the conductive type in the
> sub-ds because of the possibility of shorting out closely spaced contacts.
> The molex ones, however-- perhaps not. I am sticking with the
> non-conductive dielectric type, however for safety.
>
> Rich (again)
>
> In a message dated 6/16/2015 12:55:34 P.M. Central Daylight Time,
> keninalaska@gmail.com writes:
> Is there a recommended grease or other compound to use on D-Sub
> connectors to offer some protection from moisture?
>
>
> The D-sub series of connectors, while available with the
> best of mil-qualified pins, is not classified as an
> 'environmental' connector. This means that while the
> pins may be golden, the housing is not rated for the
> usual nasties . . . oil, water, grease, hydraulic
> fluid, etc.
>
> There are versions of the d-sub connector qualified
> for space-travel but in a relatively contaminant free
> application. In aviation, this means a space shared with
> humans.
>
> There is a family of magic elixers and uckum-yuckies
> intended to shield various devices from the ravages
> of unfriendly contaminants. But the guaranteed process
> is to avoid installations at risk for such contaminants.
>
> Any silicone grease (DC-4, silicone ignition harness
> treatments, etc) can be brushed onto male pins to forestall
> the effects of moisture laden contaminants but I've never
> had occasion to use them in 50+ years. I do use DC-4 stuffed
> into coax connectors exposed to the weather . . . but that's
> about it.
>
> I can tell you that numerous hopeful suppliers have proweld
> the halls of engineering at Beech, Cessna and Learjet to
> extol the virtues of their particular elixer . . . and
> to my knowledge, not one has ever made it into our
> catalog of useful and approved processes.
>
>
> Bob . . .
>
> *
>
>
> *
>
>
Message 12
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| Subject: | How to check alternator rating? |
I have an Eggenfellner H6 package that came with the alternator. It seems they
were shipped with both 40A and 60A alternators. Would anyone know of a simple
way to check the rating on mine?
Thanks
Hari
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=443766#443766
Message 13
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| Subject: | Re: How to check alternator rating? |
Hari,
Our alternator on our 3.6L we were curious about too. It had no markings on
it (thanks, Jan!). So Brutus took it to an automotive alternator repair
shop and they identified it both as to manufacturer, model and output. We
wanted to now in case it failed and we have to replace it.
Dee
DeWitt (Dee) Whittington
Richmond, VA
804-677-4849 iPhone
804-358-4333 Home
On Thu, Jun 18, 2015 at 3:57 PM, haribole <rdu.hari@gmail.com> wrote:
>
> I have an Eggenfellner H6 package that came with the alternator. It seems
> they were shipped with both 40A and 60A alternators. Would anyone know of a
> simple way to check the rating on mine?
>
> Thanks
> Hari
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=443766#443766
>
>
Message 14
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| Subject: | Re: Reconsider Garmin Purchases |
First I must point out that I do not have any of the Garmin avionics that
you are trying to repair, so my comments might not apply.
Having spent several years working for a manufacturer of polycarbonate
spectacle lenses I am familiar with the coatings applied to lenses. In the
case of polycarbonate, a rather soft plastic, there is an anti-scratch
coating to protect the softer poly. In order to minimize reflections there
is a vacuum deposited multi-layer thin film coating generally referred to as
an AR (anti-reflective) coating. This coating is very easily removed. Anyone
who has ever tried to remove scratches from a CD or DVD knows how hard the
anti-scratch coating is and how difficult it is to remove scratches.
Acrylic plastic, used for aircraft windscreens and windows, is much more
scratch resistant than poly and would not have an AR or anti-scratch
coating.
Best regards,
Rob Housman
Irvine, CA
Europa XS
A070
Airframe complete
Working on aviaonics
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Matt
Dralle
Sent: Wednesday, June 17, 2015 6:38 PM
Subject: Re: AeroElectric-List: Re: Reconsider Garmin Purchases
--> <dralle@matronics.com>
I kind of doubt it. I use the term "scratch" loosely. It looks more like
the surface coating is flaking off. About 1/4 to 1/3 of the lens is
discolored in a flaking pattern. So, really, while I accepted
responsibility for the "scratch", I really think that it is a manufacturing
defect. Very frustrating, considering the radio is essentially new but I
bought it 5 years ago. Garmin is now claiming that part isn't even
available internally or externally for sale except for new manufacture. In
other words, it couldn't be replaced even it the unit were returned for
repair. But, again, the story seems to change by the hour...
Matt
At 06:30 PM 6/17/2015 Wednesday, you wrote:
>Matt, is it possible to buff out the scratches? Lots of car head lamp
covers and aircraft covers can be restored.
>
>Rick
>#40956
>Southampton, Ont
>
>On Wed, Jun 17, 2015 at 5:38 PM, Matt Dralle
<<mailto:dralle@matronics.com>dralle@matronics.com> wrote:
>--> <<mailto:dralle@matronics.com>dralle@matronics.com>
>
>Before making my original post, I had contacted two different Avionics
shops and received the exact same story, so I didn't base my findings on a
single vendor. I have subsequently contacted Garmin directly and was told
that the parts are in fact orderable by dealers. But, when those same
avionics dealers call the Garmin parts department they are told they are not
allowed to order those parts. So, something is definitely not quite lining
up here. I guess I apologize to the community for venting my frustration
with this process, but this really shouldn't be this difficult. I will
follow up with more information on this debacle as it hopefully progresses.
>
>Btw, the lens part number for the SL-30 is 308-3201-42 and the lens for the
GTX-327 is 470-00034-00.
>
>Matt
>
>
>At 11:12 AM 6/17/2015 Wednesday, Matt Dralle wrote:
>>In the rebuild of my RV-8 recently, I managed to get a scratch in the lens
of both the Garmin SL-30 and the Garmin GTX-327. No biggie, I thought, I'll
just order up a replacement and stick them in, much like I did on the King
KX-125 on the RV-6.
>>
>>I called up Pacific Coast Avionics today to order the parts and was told
the following: Garmin will not sell the lens. Yup, you hear that right. My
only option is to return both units to Garmin for a "factory repair" and the
MINIMUM charge will be $535 for EACH unit! That is $1070 to replace two $4
pieces of plastic! That is simply outrageous! Frankly, criminal behavior.
>>
>>I will NOT be buying ANY future Garmin products. I refuse to do business
with a company that treats their customers this way. Unacceptable.
>>
>>-
>>Matt Dralle
>>
>
>-
>Matt Dralle
>
>RV-8 #82880 N998RV "Ruby Vixen"
><http://www.mattsrv8.com>http://www.mattsrv8.com - Matt's Complete RV-8
>Construction Log
><http://www.mattsrv8.com/Mishap>http://www.mattsrv8.com/Mishap -
>Landing Mishap Rebuild Log
><http://www.youtube.com/MattsRV8>http://www.youtube.com/MattsRV8 -
>Matt's RV-8 HDTV YouTube Channel
>Status: 182+ Hours TTSN - Version 2.0 Now Flying!
>
>RV-6 #20916 N360EM "The Flyer"
><http://www.mattsrv6.com>http://www.mattsrv6.com - Matt's RV-6
>Revitalization Log
>Status: 300+ Hours - Full Flyer Mode!
>
>Matt's Livermore Airport Live ATC Stream!
>Check out the live ATC stream directly from my hangar at the Livermore
>Airport. Includes both Tower and Ground transmissions. Archives too!
>For entertainment purposes only.
><http://klvk.matronics.com>http://klvk.matronics.com
>
>
>==========
>-
>Electric-List" target="_blank"
>rel="noreferrer">http://www.matronics.com/Navigator?AeroElectric-List
>==========
>FORUMS -
>_blank" rel="noreferrer">http://forums.matronics.com
>==========
>b Site -
> -Matt Dralle, List Admin.
>target="_blank" rel="noreferrer">http://www.matronics.com/contribution
>==========
>
>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 15
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| Subject: | Re: iPad in the Cockpit |
My intention is to show the rapid progress in digital avionics. You can buy an
HP laptop for 449 dollars and one for 1800 dollars. Same specs but the 1800
dollar is built to police and military specification for temperature extremes
and vibration. Samsung had the Galaxy S and Apple had one of the iPads tested
to meet FAA EFB requirements. My G3X has operated in extremes of Iowa weather
and has had no problems. Lighter Smarter and lower cost in the future. Think
about the DME you had in 1960 compared to today in terms of cost, weight and
size.
----- Original Message -----
From: "H. Marvin Haught Jr." <handainc@madisoncounty.net>
Sent: Thursday, June 18, 2015 10:54:30 AM
Subject: Re: AeroElectric-List: iPad in the Cockpit
That is the way I was trained by an old navy instructor. Had sticky
pads in his pocket and would start covering instruments until I could
set engine rpm's by sound, air speed by feel and sound, and recognize
change in attitude by both sounds and feel. But that really has little
to do with using an iPad as a navigation aid.....I say aid, as I always
have a chart as backup, and constantly check what the electronics say as
compared to my compass and DG, although DG's can precess and be off a
lot if they are starting to fail or well worn. The other thing is,
compared to a panel mount Garmin unit that would give you a moving map
display, with the subscription costs on top of the installation costs, I
can easily buy a second iPad and 2nd ForeFlight subscription for backup
if I were too lazy to finish a trip with chart and dead reckoning. It
is hard enough to afford flying for many of us in the best of
conditions, and more power to those that can afford the higher dollar
solutions.....I certainly don't begrudge anyone a higher financial
standard in any endeavor. But for my uses, the iPad is a good solution
that I can reasonably afford. Everything is a trade off, and any
electronic device can fail. Knowing your limits, the limits of your
equipment, and planning for the failure is the key to being safe in
flying, or in any form of transportation.
M. Haught
On 6/18/2015 10:17 AM, Tim Olson wrote:
>
> :) Heck, I'll take it one step further....
>
> For a VFR aircraft, I personally think you should be able to make a safe
> landing with NO instruments, including an airspeed indicator.
> I've been teaching one of the kids to land lately and I often only
> give them engine gauges to go off of, and she does fine. It's
> funny how close you can be to the right speed once you've
> practiced, without any instrumentation. As far as I'm concerned,
> the instruments are there just as guidance. A practiced pilot should
> have enough feel to safely land a single engine plane.
> Tim
>
> do not archive
>
> On 6/18/2015 9:28 AM, Dj Merrill wrote:
>>
>> On 06/18/2015 08:57 AM, Owen Baker wrote:
>>> On a normally warm yesterday my iPad mini 2 with WingX Pro 7, held in
>>> cockpit space by a Ram mount, gave up and said words to the effect: "I
>>> am suffering from heat exhaustion and will have to rest for a while."
>>>
>>> Maybe one should rethink making a panel mounted iPad a critical
>>> piece of
>>> flight instrumentation.
>>
>> On the flip side of that, I have an iPad 2 running WingX mounted on the
>> panel of my Glastar using a RAM mount, and have had no issues in using
>> it, going on 4 years now.
>>
>> Likely my high wing helps to block some of the sun from hitting the iPad
>> directly. It would also be easy enough to add a cooling fan much like
>> we do with other panel mounted avionics.
>>
>> For a VFR aircraft, do you really need more than an airspeed indicator
>> to make a safe landing? I would not consider the iPad a critical piece
>> of flight instrumentation even if it were the only thing on the panel
>> other than an airspeed indicator and maybe an RPM gauge.
>>
>> My half cents, fwiw,
>>
>> -Dj
>>
>
>
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