Ragsf15e

As carusum said, don’t do DME. The ifr gps will provide you with psuedo DME which is completely legal and useable for ifr. otherwise, go with the newer Garmin gps if you can afford that option. It’s better and will be supported longer. If you want to spend more money while doing this, replacing the adi with a G5 or GI275 will give you tons more information on your adi - like localizer, glideslope, speed, alt, heading, etc. not needed for your goal of lpv approach capability, but certainly nice.

Not an answer to your question, but I was looking for information on medicals the other day. My class 2 needs renewed next month but it doesn’t seem like a good time to go to my cardiologist AME for a handshake and chat. I saw aopa and alpa are petitioning for extensions. Maybe they’ll do that for flight reviews too?

Interesting. They really just made changes to the design as they felt like it. Do you have flush rivets all the way back like the previous years?

Maybe even better than a picture.. https://photos.app.goo.gl/jtVUC3qmTsYYbR23A Google video if it works.

Thanks Doc. That’s exactly what it looks like - the bolt going into the airbox cavity is very loose. It’s hidden behind the oil cooler lines with the side cowl off. I’ll have to dig deeper. I’ll get working on a bushing.

Interesting. I wonder why it’s the top of the climb? That’s exactly what mine is doing. I gotta figure out how to fix the front attach points on the cowl flap so I can go to my mechanic with a plan. They are clearly loose. Maybe @M20Doc will throw me a tip?

Today I noticed my left cowl flap is pretty loose on the front “hinge” part. Although it looks to just be pinned to the cowling on the front left and right with a rivet or bolt - not a full hinge. The actuator rod on the back has a little play but the inboard front “pin” has a lot of forward/aft play. It looks like it’s a blind rivet? Thoughts on fixing this? I think this is step one of identifying a weird vibration I’m noticing at level off from climb. Can’t tell yet if it’s related to speed, elevator play or maybe cowl flaps, but the left cowl Flap clearly needs fixed either way. thanks! ’68 F

Well, since we reopened this cowl flap thread, ill ask... today I noticed my left cowl flap is pretty loose on the front “hinge” part. Although it looks to just be pinned to the cowling on the front left and right with a rivet or bolt - not a full hinge. The actuator rod on the back has a little play but the inboard front “pin” has a lot of forward/aft play. It looks like it’s a blind rivet? Thoughts on fixing this? I think this is step one of identifying a weird vibration I’m noticing at level off from climb. Can’t tell yet if it’s related to speed, elevator play or maybe cowl flaps, but the left cowl Flap clearly needs fixed either way. thanks! ’68 F

430W works the same way as the G1000 above. You can’t just input a VOR/RADIAL/DME. You have to create a new user waypoint and can assign the location off a VOR radial/dme. It was enough knob twisting that I definitely wouldn’t do it while hand flying ifr.

Yep, it’s still beautiful! Crew car is there, but we’re just letting the kids play in the lake at the campground. Sometimes happiness is an airport you land at, park midfield, and then walk across the runway to the beach...

Take care of yourself! My family socially distanced ourselves over central Washington today on a trip to 3W7. If you’ve never been there, it’s an awesome small airport in a canyon with camping and lake access.

I have flown combat missions with the RAF. What they lack in numbers or funding is more than made up for in the airmanship, cunning and bravery of their pilots. The can-do attitude of many RAF pilots is something most air forces only dream of. While their equipment is at times outdated or numbers are lacking, they generally find a way to get the job done. Theres a quote from an RAF air to ground pilot working his 4 ship deconfliction with a US large force mission commander that I’ll never forget: Msn CC - “We have 3 4 ships of strikers and 2 bombers on these routes we need you to deconflict from.” RAF Pilot - “what altitude are they at?” Msn CC - “All will be down low at 500 feet” RAF Pilot - “No problem, we’ll be well below that.”

Just for kicks I played with this today on the way to Boise. In a G1000, you can’t directly enter a vor/radial/dme. I seriously doubt it will work in a 430/530 either, but I’ll try it tomorrow and report back. You can definitely do the user waypoint method mentioned in earlier posts. A few pictures of the process are below. Although it wasn’t difficult on autopilot at 23,000’, I think I’d still be hesitant to hand fly the airplane in busy airspace while typing in all the info. “Unable” or “request a heading” might still be better.

Interesting... you sure it’s a ‘68? I own 68-0164, F model, 1968 has the fixed step.

Hold that thing in your hand with your Apple Watch on your wrist and you’re gonna be very reliably off course!

Most of the time the magnameter is mounted in the tailcone, so shouldn’t have much effect on glass. Although, if you have a whiskey compass you can still mess with that.

I did 4 flights out of ORD one weekend around 2004 with a 2 ship of F-15Es. Flybys at the Gary, IN airshow. Had to ask for progressive about every time. Asked to come up initial (I just had to ask). Pretty sure they were laughing as they denied it. Did formation takeoff and landings to minimize time on the runway. Was awesome taxiing over a bridge on a road. People were hanging out their windows waving to us! GA in there? Yeah, maybe once for fun.

I agree with skip wholeheartedly, however I still wanna see if there’s an easy way to type in a fix like that (as mentioned in this thread above). Like hit direct, type in “GEG 10010” for the GEG 100 radial at 10dme. Then just hit enter, enter and your off. I gotta play with it first, never tried it on the 430W.

Interesting. I’d think if there was a point out there they like to route people through, they’d just name it and include it in the gps databases. I wish we had some atc folks on here who could comment.

In the military we would call that a “fix to fix”. However, I was under the impression they weren’t supposed to give a non-military aircraft a clearance to a vor radial/dme fix that wasn’t already named unless the previous point was the VOR that the fix is based off. Ie, proceed to the GEG VOR, then GEG 100 radial, 10 DME fix would be ok. Proceed directly to GEG 100 Radial, 10 DME fix would not be ok unless I was already directly over the VOR. In the military, we were taught a pretty intensive way to fly a fix to fix using an HSI and bearing pointer. A little practice and you can just look at the hsi and choose your heading from wherever you are to whatever fix your given without any help from gps (you do need the vor tuned and set the course indicator to the radial of the fix). Anyway, rarely used now with gps and all the named points. So in 25 years and 4000 hours, I’ve never seen this outside a military airplane... do people really get a clearance direct to an unnamed fix from a point other than directly from the VOR station?

I agree with both of those interpretations/plans!

Him: Yes, as long as it continuously displays the time. Splitting hairs, and not looking to get shot, but the AV-20s doesn’t continuously display time. Only when you’re on the “time page”, but not ADI page. No?

Thanks that makes sense. I guess I assumed the yellow zone was for the engine, not the prop, but that’s what I get for assuming.

Interesting thread. I have a ‘68 F with A1A engine and Mccauley 3 blade. I have the 2100-2350 yellow band on my JPI930. I assumed this was because it’s in the TCDS. You guys think changing the prop out changed the tcds limitation?

Mine look just about exactly the same (1968 F) If you cover them up and gain 10kts, please post about it!