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Incidentally guys, speaking of the Allied Signal Y2K and the GPS

week-field problem.

Just in case anyone's interested, there's an AD out (or in the works)

regarding certain of their Transponders. The affected units are

identified by serial numbers, so you'll have to pull yours and check.

This one requires taking the unit to an appropriate shop and having

a group of components (on a small circuit module, I think) replaced.

I believe there's an allowance for labor and parts from A-S but don't

hold me to that. Apparently, some of the affected parts can get fried

and report an incorrect altitude code to ATC.



On the date coding thing with most manufacturer's GPS units, I've read

somewhere that your receiver will need nothing more than a manual

update, once, after the crucial dates pass. If the software in your

brand GPS can handle it, you're home free, at least for the receiver.

The bigger question is the satellite's s/w. Since they receive uplink

ephemeris data regularly (every orbit, I believe) the ground system

folks will probably be able to work-around the problem. Just the same,

and particularly if I was regularly shooting GPS approches, I think

I'd stay home that day.



As for P. Cavitt flying that far non-stop - if you've figured out how

to relieve oneself in a Lancair 235 - inquiring minds (attached to

tiny bladders) want to know how it's done. I've even gone so far as to

rig a venturi on the left main gear so as to provide a couple inches

of suction when the gear's down, connected to a relief tube in the

cockpit. Still pee all over myself if I try to use it - so I just land

- besides, it's an interesting way (translated: weird way) to meet

other pilots.



Cheers,



Dan Schaefer







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