Ragsf15e

Interesting. Nice airport in a nice place too. I guess it makes sense, there are less airplanes and pilots in service than there were 25 years ago. There’s probably vacancy somewhere.

Your airport has empty hangars?! We’re on long wait times around here.

I’ve used peak egt as well but usually up higher. When you use it at ~6500’, what kind of CHT are you ending up with? Are you leaning until all 4 are peaked and just leaving the richest one at peak so the others are slightly lop? I’d like to try that myself but don’t want to end up having a cylinder 25 rop or real hot.

Ooh, quick research says that a panel mounted receiver may not exist? Maybe trade/sell the -330es and put in a -345? Might be worth going with sentry for a while and seeing if you really want traffic on the 530 and audio alerts?

Interesting. I have very similar, 2xG5 and 430w. I like the traffic on my 430. It’s useful. Also, I get audio warnings if I get really close to someone. The weather information will be displayed on the 530w too, but it’s probably more useful on a tablet. Radar data is ok on the 530, but TAF/METARS are tough to read. If I was you, I’d find an installed, certified setup that can feed your 530w and give you BT and adhrs to your tablet. Which GDL is that guys? I used the gtx-345, but you already have the -330, so don’t need a new transponder.

A GNS530 will have the same support as a 430W. Navdata supported, but unknown how long Garmin will support them with parts/maintenance. They are good units. They work well. They can do almost anything the newer ones can. The problem is the installation cost for a 430 or 530 is similar to a Garmin GTN 650 or 750. Yes, purchase price was less for the 20 year old 430/530 technology, but you paid a lot either way, and then you’re left with old technology at the end of its supported life. If you currently had a 430 and it died, slapping in another 430 probably makes sense because there’s no install cost.

The key point of the installed system is displaying the adsb in information. Do you have glass that would be good for this? G3X, G500, GTN650/750, GNS530w or GNS430W, Aspen, etc? If you have one of those, it might make sense to get a system installed. I have traffic on my 430 and I like it. The weather isn’t very useful on the small screen. If you have nothing installed to display it on and you’re planning to use a tablet (which is a good solution), just buy another Sentry and be done!

Mine was ~5lbs saved (total) by removing vac pump, standby vac system (manifold pressure based), and adi (gyro). Had to add back in the weight of the new electronic ADI and whatever components it needs.

Yes, the navdata will likely be supported for a good long time, but it’s unknown how long Garmin will support the (already expensive) flat rate repair if your 430w fails in any way. Additionally, there are no more waas upgrades.

Additionally, the GNS430W is still supported. You can get NAVDATA subscription from Garmin or jepp. They are fine, but I probably wouldn’t pay to have one installed as they may not be supported for much longer. Better off with a gnc355 as Skate mentioned. Or GTN650 but that’s more $$.

My ‘68F has something that looks very much like the OPs part... And for @PT20J, same type nut as yours.

Call Parker. https://airspeedinsurance.com/about/ It’s gonna be tough to get and pricey based on your time.

Sheesh, that’s a scary one. My ‘68 F is in annual right now and I’ll take a look at it for sure. Did we ever figure out which year/models have the same/susceptible attachment as the one that failed?

Realistically, my F is 145-150kts at your 5000’ power setting. Depends on weight. So you might gain a few knots but not much. I’m in for a new cylinder right now (chrome flaked off) and a new one is $2500. OH quotes are ~$2k. I’d stick with what you got instead of upgrading to angle valve cylinders.

It’s relatively common in higher performance/bigger airplanes. Just something you get use to planning for. Unless you’re doing pattern work before departing xc as @kortopates mentioned or making a short flight with lots of people and extra fuel (long range alternate?), it usually solves itself. Well, maybe trying to ferry cheap fuel across state lines after taking some hefty neighbors for $100 hamburgers?

The traditional backup for the vacuum ADI was the TC along with the other “performance” instruments. So yes, the TC is a gyro but clearly not an attitude indicator. I understand the G5 was certified under different rules than the -275. The G5 can however be a 1 for 1 swap with an ADI and you’re perfectly legal to fly IFR. Probably safer than with a vac ADI. Either way, you are only backed up the TC, Aspd, Alt, VSI and a well rehearsed PP scan. My question was this, does the gi-275 need a backup ADI or do the traditional “partial panel” instruments suffice?

Yes, but does it need a backup ai, second gi275, or just keeping the “partial panel” instruments. Since you can remove the aspd, and alt which are part of a partial panel scan, I’m guessing you are required to have a backup attitude or second gi275 that can revert to an AI.

Does the Gi275 need an AI backup? The G5 wasn’t certified the same, so it doesn’t. You could swap out a mechanical adi, keep the TC “backup” and be legal. That also may let you get rid of vacuum.

I have an SL30 as #2 and it does have digital output, however I didn’t elect to connect it to my G5s as the GNS-430W I have in #1 has both gps/vhf. So yes it’s digital, but I can’t say for certain it works as I didn’t do it.

First Assignment Instructor Pilot. About 50% of USAF pilot training instructors just finished training themselves! They go through flight training, then a 6 month instructor course that all incoming new instructors do for their platform (T-6, T-38 or T-1), then they start teaching! They are usually highly motivated and single, so they fly at least twice, sometimes 3 training sorties/day. They also become controllers for the T-6 and T-38 traffic patterns. They are the workhorse of pilot training. I was a relatively senior officer in a pilot training squadron and wouldn’t have lasted a week on their schedule. When it comes to checkrides for rated pilots, elimination checkrides for students, etc, the more senior folks do those. After 2-3 years, FAIPs are finally given a “real” USAF airplane assignment based on their desires and a ranking based on their work as a FAIP. So yes, they are highly motivated.

And just to show I mean it, I have an aerotek adi removed working from my G5 upgrade. PM me and I’ll shoot it your way. It’ll probably work until you decide on something else.

An AV-30, G5, or GI275 (in order of $$) might be worth at least considering while you’ve got the primary out. I know you don’t want it, but I honestly think an eADI is safer (much more mtbf, and better failure mode/annunciation). You can just do one as a drop in for your ADI and wait on anything else for later. And, it would let you get rid of the vacuum system at your convenience. I know you don’t want it, so I’ll stop now.

Ahh just do it. You’ll love an eADI!

Well done.

Did you still remember it or have to look it up?