Full Issue

• Classics and Warbirds
• Propeller Overhauls
• Which Engine Oil
• Daher TBM 940
• Cessna Cardinal 177RG

• DIAMOND DA40 NG
• BUDGET TRANSPONDERS
• PINCH HITTER COURSES
• AITHRE ILLYRIAN
• CIRRUS FUEL GAUGES
• BATTERY HOUSINGS
• USED BONANZA 36

• MISSING NAV DATA
• FARO STEALTH 2
• POST-MX PREFLIGHTS
• LSA GYROPLANES
• G1000 STUDY AIDS
• USED DIAMOND DA40
• CIRRUS VISION JET G2

• GARMIN AUTOLAND
• INSURANCE UPDATE
• CIRRUS' NEW TRAINER
• TRUE BLUE'S USB POWER
• PLEXIGLAS WORK
• NEED ADS-8 FOR A JET?
• USED PIPER SENECA

• ADS-B FOR JETS
• SPORTY'S PJ2 COMM
• UAVIONIX TAILBEACON
• PHILLIPS 66 AW OIL
• PREPPING FOR THE FR
• USED PIPER COMANCHIES

• ICON RETOOLS
• ADS-B FOR CANADA
• DC PRO-X2 HEADSET
• WHICH BUDGET EF15?
• COMMERCIAL STUDY
• SO LONG, VHF NAV
• USED BEECH DUKE

• TEXAS COLT LSA
• ALTERNATORS
• WHICH IFR NAVIGATOR
• FOREFLIGHT ADS-B
• AIRVENTURE DIARY
• USB POWER MODULES
• USED PILATUS PC-12

Youve got the airplane partly configured for landing on a long final and the tower hasnt yet cleared you to land, but says to continue at best speed. To make the airplane go faster, you retract the landing gear and clean up the flaps. Then youre instructed to do a present-position 360 because the sequencing just isnt working out and a Falcon is beating you to the runway. Halfway through your circle, the tower clears you to land, you tuck in on final, put in some flaps and come over the numbers kind of hot. Something definitely isnt right in last two seconds of the flare because the tires arent touching.

You can skirt the airspace, of course, but for many that won't be practical. For these operators the FAA has a new "statement of policy for authorizations to operators of aircraft that are not equipped with ADS-B Out equipment." More on that in a minute. I can see the panic building, even with new products that make for easier compliance. As an example a reader recently asked for my advice for fitting avionics in his recently purchased Archer. Since the airplane needed an IFR GPS, a transponder and an ADS-B Out upgrade to satisfy the mandate (six months away, as I type), we concluded that Garmin's new GTX375 is a logical choice. As we reported in the May 2019 issue of Aviation Consumer, this latest all-in-one navigator makes sense for federated panels because it works with a good variety of third-party accessories. In this Archer, the 375 can drive the existing King HSI, it can connect to the existing autopilot, plus it has a built-in 1090ES ADS-B transponder to replace the King KT76A, and most important-it satisfies the mandate. Although hardly a slap and go, the installation won't require lots of radio stack rejiggering because it's nearly the same height as the King KLN-series GPS that it will replace. Doing some back-of-the-napkin math, also figuring some other work that needed to be done, I sent him to a few well-respected avionics shops for proposals to compare with my notes. He came back with bad news: None of the shops could touch the installation for at least six months or more.

Wanna know something? After processing the flights with all of these systems, I cant honestly pick a favorite. The significance to that is I couldnt suggest one over another because all of these retrofit systems, in their most tricked-out form, do what most buyers expect them to do. First, they offer relief from vacuum systems. Get rid of it-all of it.

In the product warranty article in the April 2019 Aviation Consumer we described reader Joel Rosenlichts experience with the Rolls-Royce 250-B17F turboprop engine in his Silver Eagle-converted Cessna P210.

Cessna's first post-World War II twin-engine airplane, the venerable 310 is a logical consideration for anyone looking to step into the world of piston twins. While it doesn't come without some quirks, it's roomy, stable and has cruise speeds that top 200 MPH.