Bob - S50

Abeam the numbers or glideslope intercept for me. Then repeat 7500+ times.

We can't. Even if we had a system like the Arrow had that automatically extended the gear below a certain speed, it can malfunction. And having a system like that might build a habit of forgetting to lower the handle because the system saved us. Heck, I knew a guy in the Air Force, that just a couple months before he was going to retire after 20 years, for some reason he could not understand, retracted the gear AFTER he landed. We can only hope that people will build habits that make them less likely to land gear up. Habits. Consistency. Double checking. Triple checking. Aviate, navigate, communicate.

And I remember my flying days as a T37 instructor in the summer in Del Rio, TX. Land at the end of the mission, open the canopy and feel that nice cool 102 degree air coming in.

I still have some of them. KC290 Mode controller $200 KS272 Trim Servo $200 KG257 Rate Gyro Mount $150 KA51A Slaving Accessory $50 KA285 Annunciator Panel $150 Northstar Serializer $50 Vivisun GPS/VLOC annunciator $50

I will be at the Angel Flight West booth from 1000 to 1100 on Saturday.

I agree with Paul. I start looking at Windy and know it changes every day so I don't plan much based on what it tells me. It's just a trend indicator. I watch it for celings, temps at cruise altitudes if I'll need IFR, and winds (for turbulence here out west). Three days prior I start looking at the route using your weatherspork looking at cloud layers, winds, and freezing level. Day of I look at everything that 1800wxbrief shows me. Airmets. I take the turbulence airmets with a grain of salt and rely more on wind velocity and direction at mountain top levels. Convective forecast (not usually an issue in Seattle). I look at all the METARs and TAFs along the route of flight looking not only at the forecast but the trends in those forecasts. If weather is even a bit iffy, I compare current weather with the forecast for the same time period to see if it is better or worse than forecast. Good enough for me.

We take everything in context. We've had higher numbers than yours but aren't planning on doing much other than keep an eye on it. I actually called Lycoming and they essentially said that they would not be too concerned unless the iron count was over 100. We also noticed that the more hours we put on the oil the higher our count so we adjusted our oil change policy. We WERE using a policy of 50 hours or 4 months whichever came first. We have since modified that to start trying to schedule an oil change with our mechanic once the oil hits 35 hours but stop flying if we can't get it done by 50 hours (our mechanic can usually get to it within a few days of our request). We still use a 4 month cutoff too. Plus, we take flying history into account. Our plane sat for 30 days during the GFC500 install so we expected higher iron count in the next analysis. Then it got the oil changed at annual but the annual took most of 30 days waiting on parts so we expect the next analysis to be elevated too.

Just removed two items from the list.

Bump for even lower prices. Updated prices listed on original post and on photo posts.

I look at it this way. How many times have I lost my GPS signal (zero)? What is the likelihood I will (pretty slim to almost nil)? In the unlikely event that happens am I willing to take the chance that I might actually have to hand fly an approach (oh the horrors) in exchange for saving several thousand dollars (yes)? The most likely scenario under which I'll lose my GPS signal is that my GTN650 decides to pack it in. If that's the case I've also lost my #1 ILS anyway so I'll be hand flying off my KNS80 displayed on a CDI. Life is full of risks. I find this one to be acceptable.

I notice your HDX shows you 2.5 degrees nose up while your D10 shows you about 5 degrees nose low. Is it always like that?

Agree. I would keep them even if didn't have to.

I guess you are right. Only aircraft restricted to VFR can remove the airspeed and altimeter.

Ya, nothing like government lawyers to keep us guessing. Lots of ways to read something. Specific words and even punctuation can make a difference. There is nothing like an example to make things more clear.

Here is a reference and remember it's on the internet so it has to be true Bolb Method And this one. Scroll down until you read the answer from John Collins. That's a name I know and trust. John Collins

I've flown during a potential GPS outage in my area and did not notice any degradation in performance. However... Even with a GPS outage, you can still fly an ILS, you just can't couple the autopilot. What I'm not sure about is whether or not the flight director would still work without the GPS. But to your point, that is one reason we keep the KNS80 in our plane. VOR/LOC/GS/DME.

The way I read that is this. I'm flying in January. The month preceding the month of my flight is December. Looking back 6 months is July to December. Guess we need a lawyer to interpret that part for us.

Primary airspeed, primary altitude, primary VSI.

I'd say you can go out with a safety pilot while VMC, fly 6 approaches, and get at least one hold to become current. If you wait until July then you will need another IPC.

And one other thing to keep in mind. Looking at paragraph (c), unlike landing currency that references 90 days, this paragraph uses calendar months. So if you flew an approach on July 1st, and then one approach each month Aug to Dec, you are current through Jan 31st, not Jan 1st.

I don't know why this is so hard. (d) Instrument proficiency check. (1) Except as provided in paragraph (e) of this section, a person who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months may reestablish instrument currency only by completing an instrument proficiency check. That means if you have been non-current for more than 6 months then you need the check. Six months and 1 day after that first of your last six approaches, you have only failed to meet the requirements for 1 day, not 6 months. With that said, barring mechanical or medical issues, why push it? Get more than 1 every month so you only need to look back 2 or 3 months to find 6 approaches.

And no CFI has ever been wrong.

I don't know the answer so I'll pose a hypothetical here. The GFC500 only needs one G5, a GMC507, a GMU11 and a GAD29. Would it be possible for you to keep your Aspen and install one G5 to run the GFC500? I don't know if the G5 has to be primary or not. If so, you could call the G5 primary and the Aspen would be a 'backup' AI. If not, the G5 could replace a TC, your Aspen would still be primary and you would use the G5 as the brains and an expensive annunciator for the GFC. Also, I don't know if you can use the Avidyne as input to the GAD29 or not.

Even if I could remove my airspeed indicator and altimeter by installing one of those I wouldn't. I would want a backup just in case the ADI failed.

I think we've been through this before. Since it doesn't have to be a dedicated clock, I think something like the AV-20S might work but I still am not sure it that particular unit can be used for other reasons. As a required piece of equipment for IFR flight, does the clock has to be TSO'd? If so, the AV-20S won't work because it is NORSEE. If the clock does not have to be TSO'd then I think the AV-20S would work just fine.