peevee

the answer would depend on why the computer pushes you back over the other route. My suspicion is your answer can be found on the lyndi4 arrival as there's a stream from IPL to lucki that just about follows v317 down to 8k feet or so. You can always ask and they can suppress the PDR but it'll usually involve a phonecall to approach from the clearance delivery person... as busy as socal approach is my thought is it's probably an automatic no.... However the EED stream is pretty busy and goes right over BARET which is on v66, which is arguably a worse place for you as they cross baret at or above 8 and the mea appears to be 8400 on v66. longwinded answer for I DUNNO!

all you need is a turbo and tks! and me too.

Maybe! aspen has an interface, so that's probably an option too, especially if anything ever went wrong with the HSI or flux gate compa$$$$ Maybe someone will make that work with the C-41 in the meantime too, it's definitely a sweet setup at a great price when you're talking 2k for an overhaul. I don't know how common the 41 is, I'm guessing "not very" is the answer.

For us, won't talk to our century 41

ouch, I don't know about yours but ours is 2k. That's a lot to do, twice. Thanks for the warming.

maybe he's a slow instrument student or a student or means a student to the type. I wouldn't think anyone would post video and admit to breaking the FARs but hey who knows.

I think you know there isn't one answer to that question. It goes back to instructor tells, instructor does to demonstrate the appropriate sight picture for that aircraft then the above technique to maintain that picture and appropriate airspeed. That picture can be gained from your video, it does that well.

we're having AI and or vac issues also, and I haven't experienced a vac failure but my research leads me to believe that vac pumps don't tend to fail gradually, the pumps basically implode and fail when the carbon vanes let go, unless there's maybe something else going on like a failing hose. I'm curious what other people have experienced.

while I'm on the subject the airplane flying handbook sums it up relatively cleanly.. Since on a normal approach the power setting is not fixed as in a power-off approach, the power and pitch attitude should be adjusted simultaneously as necessary, to control the airspeed, and the descent angle, or to attain the desired altitudes along the approach path. By lowering the nose and reducing power to keep approach airspeed constant, a descent at a higher rate can be made to correct for being too high in the approach. This is one reason for performing approaches with partial power; if the approach is too high, merely lower the nose and reduce the power. When the approach istoo low, add power and raise the nose You can interpret that anyway you wish, to me it simply means adjust power for the glide path and adjust pitch to maintain airspeed with power changes simultaneously.

I thought I would learn something from it. I thought there would be insight to gain worthy of the investment. I'm a little tired of the hivemind around here pushing it as the end all be all to landing this type. I bought my ticket and took my ride, now I get to have an opinion on the matter.

I can't account for poor instruction. And very few things are 100% of the time true, however for practical purposes and simplicity, yes.... it is.

really? twice? methinks not. Oh, to whoever else asked, the video is 11 minutes or so long.

It would actually be useful. You could do a whole series on owner maintenance and a series on education about ads and systems and such.

only if I can pay in CAD since it's down slightly against the dollar again now

Come on, don't piss on my leg and tell me it's raining. I don't care how much you make off the video, that's your business and you're entitled to make a profit off your endeavor if people feel it's worth it, but come on, bulk blank DVD's are less than a dollar each, postage is 4 forever stamps plus a 4 cent, the dvd's come cased, and the "instructional materials" are 4 pages printed out from word or similar. I'd venture the most expensive part of the process is printing the face of the dvd on an inkjet or however you choose to do it. What the video isn't is terribly informative. To be truly instructional it should be a lesson instead of 15 minutes of demonstrations.

definitely not free. it's alright.

Works great with wingx pro for synthetic vision. Hardly used. $600obo

I'm pretty new to the turbo, but my philosophy is similar to yours, below freezing + clouds = not going in. If I can top it and still have an out below to get out I might go but I haven't yet. Sure there have been days I wish I had flown but I haven't had one yet that I wish I hadn't!

is it perhaps possible they got a bug or something that blocked the pitot?

the first and only time I've encountered that was last summer off the OR coast, it was something like mid 90's on the approach and a nice 70's on the ground. We about roasted to death. Very, very strange.

in the notification settings about the only things you can't toggle are: Someone 'likes' something I posted Someone posts on my profile everything else can be toggled, but those are disable by the administrator, I might be alone but I'd sure like to be able to turn those off.

Our k is loud. Real loud.

.........

My question also. My only comment on the trim method is the plane is already trimmed pretty far back on final, adding more trim makes that pitch up moment even worse if you had to go around.

Radar coverage south of Alamosa can be as high as 190 or 200, depends on the angle he came in on, coverage is quite bad there. No wam sites like around the busier areas.