Ragsf15e

So #4 was about Carson speed for you? If so, it seems like it’s in a reasonable place?

Some of them are welded into the tubes (gear i think?) and they are a little harder to do without involving mooney… we had a thread around here in the last year about that. The ones that are removable are standard part as suggested above.

Wow, @DonMuncy , those look amazing!

So what’s the wait time on them? Getting new or OH lyc cylinders has been 6+ months at many shops…

I currently have an stec 30a which is 2 axis, no trim. It annunciates required trim similarly. If you just want to use the airplane for long vfr cross country and the occasional approach, it’s fine without the auto trim. Thats how I use my airplane, and it’s just fine to help out in occasional ifr / imc. If you use it in imc a lot and fly a reasonable number of approaches and use it in busy airspace, I’d get the auto trim and give yourself one less thing to worry about.

Thanks. That did it. I made the mistake of looking under “nose wheel assembly” and “rigging nose wheel steering”. Those parts aren’t in those sections of my parts manual. Based on your attachment, I looked under “flight controls, rudder and nose wheel steering”, and there it was! My diagram isn’t as good as yours, so thank you. Nice meeting you today Skip! Drew

Do any of you guys know exactly where I can find information and diagrams on the steering “shims or bushings”? My nose wheel is starting to get a decent amount of play in it and id like to read about it and possibly order any parts before the annual in January. I’m hoping it is something less than a new steering horn/truss. My maintenance manual has no info on play in the steering. Parts manual shows several places with shims and bushings but isn’t specific?

Speed is pretty dependent on load too. If you’re 1 person and 30 gal of fuel that’s 5kts or more difference than gross. I only get 150ktas on my F ROP, ~6500’, cool temps, and light weight.

I’m just saying this because you didn’t draw the distinction above and it can become dangerous, I know you know this pitfall, but you’ve got to be careful saying it… if you load an approach (say on radar vectors) and then enter direct to the FAF (as you say “just go Direct to an approach waypoint”), your hsi will center up and give you steering direct to the faf. You will also have distance to the faf. It can very easily look like you’re “established on the approach” when in fact you’re way off of the course into the faf. Depending on clearance, I have seen people descend to faf altitude because it looks very much like they are established. Using vtf or activating the leg into the faf are much better.

Yes, I’d agree with that. You do have to “activate” it somehow if you want the automated switching to vloc, but yes, there are different ways to “activate”.

I believe you must “activate the approach” first for auto switching to occur. Here’s the paragraph just previous to your 430w page…

I’m a little curious what you meant about an auto switch to vloc based on proximity, etc. I agree that will happen if you are established on the approach from an earlier point or leg, but I think the scenario we were talking about is while getting vectors nearing a final intercept. You can certainly fly an ILS approach without hitting activate VTF on the gps, but you will have to set the gps point to the faf if you want distance and you’ll have to manually switch your hsi to vloc prior to intercepting final. Maybe I’m wrong though? I learn something new everyday…

I also use the vtf mode and haven’t run into a problem, however I will load a full approach from a convenient iaf so that i have all the points initially. Sometimes I’ll get sent to one of those. Once tge start giving vectors, I’ll “activate VTF” to set up that last portion.

No because the bar is connected to it and you keep it from doing that while steering.

I agree if you suspect an AP problem, level isn’t good. I thought we were more talking of those times when you wondered, “why is it going that way?” In those cases, as long as you haven’t identified a problem, the AP is most likely faithfully following your error in setting it wrong. Level gives you a safe mode from which to re-setup the system correctly. And you won’t end up in an unusual attitude troubleshooting. Maybe one of the airline guys can chime in on their procedures. Typically I think they fix the AP settings instead of disconnecting when possible. Depending on the system there are a few other helpful things the GPS might do when you activate an approach it as well. If set to VTF, you get the FAF with the course line “obs” straight out for your intercept. On some you also get switched to VLOC on your hsi. Like you said, you can fly the approach without hitting activate on the gps, but you will need to do some of these things yourself.

Some people need wider seat bottoms than others…

Yes. Even the jet. You can grab the wing and spin them around on the ground. One of the reasons that one that got hit by the Tesla wasn’t damaged much (just a fairing and some composite repair). You see on the video the whole jet spin around and it looks bad but it’s turning on its nose wheel.

Maybe, but I think it would be a large dataset of C-172 or 152 training accidents to compare those with. I know the Cessnas are great trainers, but there’s 50 years of accident data there. I wonder how often they crash in the pattern vs the number of hours flown?

I agree with that. My g5 batteries are about 4 years old and still work well, but I will keep track by testing them iaw the instructions as well. The vac system is good as a backup if you don’t mind keeping it. I don’t likit as a primary since it can (more easily) roll over without notification, but it’s a good backup choice.

I fly a corporate pa-46t that uses an Aspen to backup a g1000. It’s also tagged as 30 minutes. I pull the CB once in a while to check, and it’s probably only about 45 minutes worth of battery. I agree that’s a little scary from the flight levels. You should try the gi-275 on battery and see what it actually does?

I’m having a hard time picturing? The trim wheel is way below and foam on the side of my seats?

Here’s a picture of a G5 with the AP modes in green and a gps approach selected in standby (top of picture). The white modes will replace the green and become active as the intercept happens and the appropriate conditions are met.

Skates, great comments! I’d like to add a couple thoughts, but these are from a slightly different AP (GFC700), although The functions I mention should be the same… Im just adding to what you said… When you mention no activating the approach until you have the appropriate leg selected for intercept during vtf : As soon as you started receiving your vectors, the AP should be in hdg mode. This can happen pretty early in contact with approach. Once in heading mode, you can “activate the approach or activate vtf” on the GPS while remaining in hdg mode on the AP. When given the last vector to intercept final and cleared the approach, select the approach mode on the AP. LOC and GS or GPS and GP should come up in white “standby” on the AP mode line on your G5, but the AP should be still in hdg until it intercepts when it will switch to the white modes and they will be green. I guess I’m saying make sure everyone knows the difference between approach active on the GPS and approach mode on the AP. They are separate. I’m with you on my initial reaction to the AP doing something unexpected, but they have been trying to train that out of pilots (maybe unsuccessfully?). In vfr conditions, disconnecting it is probably fine. In IFR, the level button is probably a better reaction, and then verify and select lateral and vertical modes as situational awareness allows. Finally, the AP “mode line” at the top of your G5 or G3X needs to be in your crosscheck. It will show the green active modes and white standby modes. You need to make sure you’re getting what you want. It’s easy to hit Direct on the gps to a point you’re already heading close to, see the hsi center up and move on… still in heading mode and close enough that it’s easy to miss…

He does. If you go that route, he knows exactly what he’s doing.

I agree 30 minutes isn’t enough. I suspect they had to pass some pretty rigorous testing since they’re certified for business jets as well, so maybe “very” cold. You should pull the CBs on a long flight and see what you get. I have done it several times on my G5s and they indicate 4 hours remaining. I have personally let them run off battery for 3 and they still had 20+ minutes remaining. I was probably not at too cold a temp though…