Ragsf15e

I’d want them to be pretty close (mine are very close). That being said, the stall speeds you mentioned seem legit if you’re light. The published ones should be mgw, but it’s also a little hard to nail that down as you do a stall. 3 to 4 knots below published due to weight being less seems ok. If a ground tester isn’t available, you can do this with your gps… so, go out and do a very precise 3 way gps groundspeed run (smooth air and calm wind helps). Take notes of exact indicated airspeeds, ground speeds, temp, altitude, pressure, etc. Enter the groundspeeds into one of the online true airspeed calculators. Usually you need 3 legs at least 60 degrees off from each other. You’ll get True, then you can use the other info to go back to equivalent, calibrated, and finally indicated. It sounds bad, but it’s not terrible. There’s a correction in your poh for indicated to calibrated. So that’s the “I-C-E-T-G” of airspeeds but in reverse. You will then know which one was right (or at least closer).

Excellent! Glad it worked. I also ended up with a snubbed on my oil pressure sender. Not sure if the snubber fixed that too or messing around with the connection to install the snubber did it, but that one is also stable now.

I also do. Removed for SF mag install on IO360A1A. If the one you’re already working falls through let me know. Ill have to check the exact model number for you to make sure it’s what you need.

If you have an edm 900 and a g3x, and the edm goes out, you’ll be grounded as well. Either way, one screen goes and you’re grounded. However they’ve both been shown to be pretty darn reliable (the screen).

I read through the manual, and it’s pretty cryptic, but it seems to indicate that it will use an external waas source as primary if both are enabled and valid. Fyi, in certified applications, it’s supposed to have some type of external antenna, but it works fine with the internal in many airplanes.

Yes, no doubt… it’s already forecast as a headwind. I was being sarcastic which doesn’t come through that well. Headwinds both ways on 500nm xc with 2 six year olds… I must have made Daedalus mad!

I had your “corner solution” LOP up high into a HW case today… long cross country, strong headwinds, Spokane, WA to Carson City, NV which gives not many places for a stop, high terrain gives 9,500’ or 10,500 as your only choices (or higher). Loaded close enough to max gw for me gave 56 gallons of fuel. Ran just barely LOP (pretty much peak) at about 138ktas which gave me ~118kts ground. I landed with 15 gallons after 4.7 hobbs (including ground time). I would have preferred faster, but then i Would have had to stop in Burns, OR if I was ROP.

Tested the G5s today on a very long cross country. Pulled the CBs on the G5s. Both indicated almost ~5 hours remaining at first. I left them on battery power just to see how they would draw down. Took this picture after 2 hours without power. They are pretty darn good for 2017 batteries - (2:40+ remaining!) sorry about pdf, but the picture thing is killing me. Fri, May 27, 2022, 9:57 PM.pdf And yes, I was cruising at 116kts. It was a horrendous 525 miles into 25kts+ hw the whole way. Only way to make it with all 4 of us and baggage without a stop was lean of peak which worked great. Best part is, i get at least a 10kt hw home on Monday.

That coozie is only second to my Clayton Kershaw coozie! Awesome gift! Go Dodgers!

Based on your history, is the ame going to sign your 3rd class and submit the testing as his basis for approval or is he requesting a SI and submitting the testing to the faa for approval. Those are 2 different things. I don’t have the guide in front of me, but there are “conditions an AME can approve or provide temporary approval for” and there are those that require the faa to approve. I had a tumor and completely lost hearing in one ear. Even my first class 1 after that was a condition that the ame could approve, so I’ve never had an issue. If it has to be sent to Oak City, who knows??

I’d find a good AME (flight doc) and talk him through your situation before filling out the official medical request form. If he/she thinks it can be approved pending faa review, I’d consider it. If he thinks it’ll be denied with a 2 year wait for SI, you have your answer. You will be able to find an experienced ame to talk to you with a little work.

We only fly the airlines once or twice a year to get to my in-laws across the whole country. Last time, my 6 year old kids were complaining incessantly about the wait through TSA and at the gate. “Why does this take so long? We’d already be at west coast grandmas…”. I just sat there smiling (which I rarely do when they’re complaining).

Now I’m curious, why is yours placarded at 31/ side? The ‘75 poh in the download section says 64 gallons useable.

Well the op said his ‘75 F is placarded at 31/ side. Anyone got a ‘75 poh handy?

My ‘68 poh says “fuel capacity is 64 gallons…”. Interesting your ‘75 is placarded at 31/ side. Mine says 32, but I doubt they changed the tanks? Interestingly, my jpi930 is set to 62 gallons as full fuel. It was put in by previous owner, so I’m not sure the details, but maybe he and jpi used the later models poh to determine the tank capacity?

So the reason I asked is because you said in the beginning that you pay for the approach plates, but maybe you just misspoke… I don’t think you have avionics where you can display them? Some systems can display them on an mfd (G1000). It sounds like you just wanted navdata (which includes approaches), obstacles, and safetaxi? If you only do navdata, you’ll be around $300/year.

I definitely agree with your assessment about their “service”. I was told that it was mostly fixed with the updated firmware, so I sent mine in for the update first. Then they had me do a field update to the newest software version. Then they said to try the snubber. It’s always the last thing…

Exactly what @kortopates said. I’ll try to get you a picture tomorrow.

Search online for a snubber. Mine is from Omega (which jpi recommended). 1/8” npt which means you’ll probably need an adapter to 37 degree flare on both sides. Mine was like yours, now it’s +\-0.1 inches.

We also have a long thread about making calibrated sticks to dip the tanks before flying. That’s probably your best bet.

Talk me through exactly how you’re determining your true airspeed.

Definitely need your power settings, but at anything “normal”, that seems wrong. I plan for 145ktas in my F when ROP and 138 LOP when between 7-10,000’. You should be 10kts faster.

Do you use the approach charts on your 530? It’s all personal preference, but I prefer my ipad, so I don’t have them even on my work airplane which I don’t pay for.

According to that sheet, the rudder pedal extension was standard, but the 7th hole was an option. Maybe lots of people have extensions without really knowing?

If there’s any chance you’ll ever end up with a gfc500 autopilot, it’s probably best to wait until you do that as trim can be part of that setup and any different (Century) trim installed will likely need removed when installing the gfc500.