Max Clark

I heard a rumor about this - is anyone actually working on pulling this off?

If you're not Instrument Rated, and the person with you in the plane isn't a CFII, and you're in actual IMC, how are you PIC?

Correct, but you have to be solo not with CFI Correct, post PPL instrument training with CFII = PIC, but if flying with CFI or just an instrument rated pilot in right seat then not PIC

How it was explained to me, and what lines up with FF for me: Pre PPL = not PIC Post PPL w/ CFI = PIC Post PPL Instrument training w/ CFII = PIC Pre Instrument Rating flying Instrument w/ CFI = not PIC

I just signed up or ezwxbrief and cannot believe I never knew about it! Forecast conditions along your route with your minimums applied visually is incredible!

This was where I went. I had intermittent transponder gremlins after the install. In my case a connector wasn't made properly and ground was inconsistent. Replacing the line end to end solved the problem and haven't had an issue since.

Curious what you didn't like about the Ovations for sale online - or what you're looking for / hoping to find here?

I had a JPI EDM 830 and went with the integrated EIS on the G3x. It is nice having everything in one place, especially when you can just pop out the SD Card and upload all of your engine data to Savvy. Sometimes I miss the dedicated/larger display on the EDM - it was easy to glance at quickly and read. This is a good problem to have, either way you go you'll be happy.

Lol of course - that's probably the only oil that's ever been used in my engine.

Hockley - North West side of Houston

There's been this small weather thingy going on

I was trying to figure that out as well. Isn't the shock link connected to the same point that the jack is? Also can someone help me with what wear and tear/future expense these are saving us from?

Nighttime temps down to 29°F. What's the over/under on starting cold on the ramp without a heater?

We're scheduled to fly down to Houston this weekend (Sat 1/31 to Sun 2/1). Overnight temps are a low of 29°F. I called the FBO (Gill Aviation) and they said they don't offer transient hangar space. Does anyone know any other options for me? Thanks!

I had to think about this for a bit. I'm not aware of any non VOR DME navaids that aren't connected to a localizer.

It will display from a NAV but not built in.

Paging @Parker_Woodruff @DonMuncy I fly most Fridays. You're welcome to join me for some hamburger and bbq runs. I'll text you to make sure you've got my number. -Max

I ended up here: The G3x has GPS and my iPad + Sentry has GPS. If the GTN fails either of these are acceptable navigation tools to get me where I need to go. I know people have flown with the G3x and manual altitude step downs, it's something I might practice with a safety pilot just to have that in the quiver. But I've read enough crash reports that I'm flying an ILS at a Towered field over an RNAV in the soup. For me having IFR certified, redundant LOC/ILS was the most important thing.

This was part of my thinking as well. Everything has GPS: G3x, GTN, iPad/iPhone w/ Sentry. I didn't need a redundant GPS NAV, but redundancy from GPS.

Typically you keep the larger unit as the display, and the smaller unit becomes the keyboard. So I had an IFD 540/440 stack and would have the flight plan loaded on the 540, when I was inserting/changing instead of the flight plan disappearing on the 540 the keyboard would load on the 440 for you to type into. Same thing with searching/changing frequencies for the COM or VOR/ILS. It was actually really nice using things this way and you didn't have some of the mental overhead of screens changing on you all the time. Also second screen means different/more information being displayed. I would typically keep the map on the 540 and the flight plan or traffic on the 440. I went full Garmin on my replacement and thought about adding the GTN 650 as the secondary for a long time. Ultimately there were three things that ended up pushing the GNC 215 instead. Cost - I was already pretty deep into the hole, and spending the extra $ for functionality I may/may not need was a major factor. Functionality - the G3x natively gives most of what I previously used the 440 for. NAV/COM search and entry in the data strip on top, the ability to split screen and see a map, chart, flight plan, traffic, etc... Space - The GTN and the GFC are much larger than what they were replacing. The shop was confident that they could make it work, but I wasn't positive that wouldn't lead to a phone call down the road. I wanted to simplify the panel and with my visual OCD wanted to have a clean straight line across the stop of the stack. The 215 is a great compromise for me. I use it for weather, tune navaids that display on the HSI, it has an OBS, etc... -Max P.S. The G3x has GPS built in, it isn't certified for RNAV approaches. At some point we're going to see a PFD that blurs into the G1000 functionality for retrofit.

I don't know, but I pasted your question and the Garmin manuals into Gemini and this is what came back. Rick might have a better answer.

I feel like most of my training was learning how to use the avionics, not necessarily how to fly Instrument. Same with the check ride, can you execute the correct procedures to program, and re-program the avionics in the air (on a GPS approach, now enter a hold on a VOR Radial, reset for VOR approach, whoops which to ILS!). This lines up with the famed $1,000 check-ride button of forgetting to switch the CDI source. I've been sitting here thinking about what it would have been like if there wasn't an autopilot in the plane... I don't have experience to say if it would have been better or worse, only different. Interestingly after I finished my IFR I went to the Mooney PPP where my instructor made me fly the plane by hand! I couldn't remember the last time I had done that. It was hard and fun! I make it a point to hand fly a good amount now.

The GFC 500 (including servos) line item was $19,445 when I had it done. Labor has gone up since then I'm sure.

After getting my IFR I use it for three things: Transiting busy airspace (hello DFW) Getting out through a marine layer (all of SoCal) ... I lied there's only two. I don't fly into weather so I have it and stay current in case I blow it with flight planning but I make it a point to get weather before I fly. Autopilot is great for XC, but these planes trim wonderfully you can probably do without it when you learn.

sage advice