kmyfm20s

This is the route that most people I know use for a VFR flight.

It would seem impossible not to have greater than 70% of airspeed by the 1/2 way point at KDRO. That would be 47kts at 4600' of used runway, I don't think I would want to be in the air at that point.

Every time I get in the TSA scanner I just start quoting lines from the movie Spinal Tap and have fun with it:)

From compensating inputs from the airlerons, rudder and elevator.

I agree with everything mention. My one comment about the 310hp STC is that you can have the same 244hp at higher altitude to get the equivalent speed and effiecncy. The drag from the 3 blade prop is offset by the thin air, I see 252 performance in the mid teens but not after that.

Keep an eye on EBay, you might be able to buy it back for less than the insured value;)

Kellerheartt was $88 vs oil-store $102 for a case of W100 shipped.

That was a great price with free shipping! My W100 showed up today. Thanks!

I have one and it works well. I ended up switching to the GDL-39 for Garmin pilot because the new plane I got was all Garmin. With the iLevil I was using WingX Pro which I liked a lot.

Cloud topper looks good! The level scope will be nice to hand the passengers to give them something to do. They are always asks if the approaching mountains or clouds are higher than me.

Very cool! Thanks for sharing.

I usually land at Animas Park (00C), closer to town, cheaper tiedown fees and fuel. Rental cars can be dropped off at the FBO or cab ride into town. I land KDRO if there is weather or I'm arriving after sundown.

KDRO has a long runway with fields around it. To prepare yourself at your home field reduce about an inch of manifold pressure for every 1000' of density altitude difference to what your home field elevation is. This will give you an approximation of the feel and distance of takeoff.

I used to believe it burned more oil with hours on the oil. I found that after I change the oil and fill to the level that I run it at it is consistent. I mentioned above but when I had my J I would put in 7 quarts at the oil change. This would give me 6 on the dip stick and I would add a quart when it hit 5. I knew everything above 6 on the stick was unnecessary so why put it in. When people put in 8 quarts and add at 5 they really used 2 quarts but only added 1 giving the impression only 1 was burned. I also do oil analysis on my oil, this is another reason I like to start and finish with the same amount of oil to get consistent results. I don't want to concentrate the elements by starting with 8 quarts and sampling at 5.

copied from ask the instructor. Some of the figures didn't show up but the link is attached. http://www.askacfi.com/1667/procedure-turn-not-required.htm A good pilot is always learning right? Well, I have learned something recently about TAA approaches, procedure turns and how they are charted, especially on the Jeppesen charts. To begin, let’s take a look at this traditional RNAV / GPS approach: This is a standard “Basic T” approach that uses a Terminal Arrival Area (TAA) to assist with the transition from the enroute structure to the terminal environment. You can see how this approach has the 3 standard IAFs (initial approach fix)i to guide you to the intermediate leg, which is the approach leg located between the intermediate fix (IF) and the final approach fix (FAF). In this case, DEHYY serves as both a IAF and the IF. If you given DEHYY as your IAF, you will either have to fly the procedure turn (PT) or NOT fly the procedure turn based on your arrival area. Since the procedure turn is drawn with a black bold line, we know that it is a charted published portion of the approach, again only if the requirements for flying the procedure turn are met. You’ll notice that if EBEKY or GIMMU were your IAFs, then you are not to fly the procedure turn as it very clearly states in the plan view “NoPT”. You’ll also notice that in the “straight-in” area that there are two segments or step downs that are defined by the distance to the IAF, in this case DEHYY. There is a 30 NM, 3100′ segment and a 8 NM, 3000′ segment to DEHYY in the straight-in area. I have highlighted this straight-in area in yellow on the approach plate above. I was on a very (very) short reposition flight to airport that was located about 10 miles away from my departure airport. After takeoff I climbed up to 3,000 feet (my initial and final altitude) and almost immediately after my initial contact with departure control I heard the words “Cleared direct to DEHYY, maintain 3,000 until established, cleared for the GPS RNAV Runway 28 approach.” Ok, no big deal, I’m doing the full approach on my own. I loaded the approach in the FMS and proceeded direct to the initial approach fix (IAF) of DEHYY. Like I said, this was a short flight and I was pretty busy with the after takeoff, descent and approach checklists. Never mind that I had to double check my Vref speed, set the VNAV minimums in the autopoilot and obtain the latest weather on ASOS! I had just enough time to glance down at my Jeppesen approach plate and read the notes associated with using DEHYY as the initial fix. I saw the “1” and “2” and quickly determined that because I was at 3,000 feet and within 8 miles of DEHYY, the procedure turn IS required because I don’t see the words “NoPT” like I did see for the 30 miles and 3100′ transition or the north (GIMMU) and south (EBEKY) transitions. I WAS WRONG! I started the procedure turn outbound and heard approach ask, “Are you headed eastbound?” “Yes,” was my response. All I heard as a response initially was quiet….that’s not good. “Ok, call us inbound” “Roger”, I replied. “Oh, and if you wouldn’t mind please calling me when you get on the ground too” Oh boy, that’s definitely not good. Make a long story short, after calling approach and contacting the Jeppesen charting office, I learned something very important about how transitions and procedure turns are charted. When there is a common transition to a fix, the “NoPT” is only added to the first leg of the transition. (please read that twice). For instance, if you look at the above approach plate, you can see that the words “NoPT” are placed next to the 3,100′ and 30 NM transition but not to the 8 NM and 3,000′ portion. Although it is not explicitly stated, the procedure turn is NOT authorized for that leg of the transition as well! Did you know that? I sure didn’t. Now that some time has passed and I’ve thought about it, it makes a lot of sense that I didn’t have to do the procedure turn. However, at the time, all I knew was that I didn’t see the words “NoPT” beside my transition, so I thought that the procedure turn was required. I took a look at the NACO chart for the same airport, and to be honest, the NACO chart makes it a little clearer that a procedure turn within that 8 mile, 3,000′ transition is not required but it leaves some room for question. Here is the same approach: On the NACO chart you can see that “NoPT” is added for that entire straight-in transition area (187 ° through 007°) and by the way that it is drawn it does a little better job of implying that that procedure turn is not to be flown while in either steps of this transition (3,100′ and 3,000′). Do you know when else you are not required to do the Procedure Turn? 1) When the symbol “No PT” is depicted on the initial segment being used 2) When receiving radar vectors to the final approach course 3) When conducting a timed approach from a holding fix 4)When ATC specifies in the approach clearance “Cleared Straight-In (type) approach” 5) When a teardrop procedure turn is depicted and a course reversal is required, this type turn my be executed. 6) When a holding pattern replaces a procedure turn, then the holding pattern must be followed (unless you meet one of the above rules) 7) When the procedure turn barb is absent from the plan view These limitations all come from FAR 91.175 and AIM Chapter 5-4-9. Here is the summary (which is also explicity stated in the AIM): Anytime you have any question about whether a procedure turn is to be flown you should “immediately request clarification from ATC”. I could have saved myself a lot of grief (and some time & fuel) by just taking a second (despite my workload) to say “Just want to clarify, are you expecting me to fly the procedure turn?” You should never be so busy as to not have time to request a clarification from ATC. Well, I hope you learned something from my mistake and that it keeps you from doing something similar. I’ll be honest, I don’t like confessing when I’ve messed up (even though I do it all the time) but I really hope that at least one other person comes away from this having learned something about procedure turns and how they are charted. Fly Safe!

Wonder what a happy couple could do together for 4000 hrs in the air?

Add 7 Quarts at the oil change to give 6 on the stick and add a quart when it hits 5.

With the GTN you want to be suspended and in heading mode with your A/P(Stec) until you turn your initial desired heading of your missed approach. The GTN takes in factors when it auto sequencing to the missed approach point, sometimes the initial heading or turn is not to the most favorable direction. If your in heading mode with your A/P and make your initial turn to the direction you want to go it will auto sequence in the manner you want it to. Then you can press the missed approach button on the GTN and go to GPS steering on the A/P and it will fly the missed approach properly. I'm not familiar with the G1000/GFC 700 set up but I would think it's similar in that aspect since they are both newer Garmin products.

Congratulations and nice bird! The interior is a fun DIY project.

If you want it exact you just edit the waypoint with the radials.

That's weird! It works on my GTN trainer with those VOR's but not on G. Pilot. With all the other VOR's tried it on with G. Pilot it worked just great and it a technique I've used in the air before. I wonder if it not recognizing CYN as a domestic VOR?

That's awesome! Print some of the screen shots and frame them.

Garmin pilot with the FS210 make it even easier! On the map page you rubber band the leg you want to add the new waypoint to the approximate spot you want it. When it gives you the waypoint selections you select user defined. Then select RAD/RAD and enter the proper radials. That way you don't have to leave the map screen. After checking to make sure it's correct then you send it to the GTN.

You either use the OBS button as Vance said or you have to create a user define waypoint. You can use RAD/RAD or RAD/DIST to create the waypoint. SIE 017 and CYN 226.

This is my response from the other thread. I was waiting for this unit but they are way behind on getting it certified. It looks good on paper but the fact it has been in use in the experimental world for a while and it is taking much longer than projected to get certified makes me wonder what the hiccups are. The price point is aggressive compared to the competitors and I was waiting as long as I could until my backup steam guages went out. They finally gave up on me and ended up buying the SAM unit. If the Aspen backup unit becomes available that will be the best bang for the buck!