PTK

The word “priority” can mean any number of things. Maybe it was a VIP flight and needed to get down without delay. Point being he was not out on a tulip stroll doing practice approaches in VMC. It was a jet that needed to get down without waiting for the little piston. It was his way of saying so nicely. No harm in breaking off the approach to give him the runway. Just get out of the way and hold the drama. He wouldn’t be asking had it been IMC. A jet should have priority over a piston in this scenario where the piston can’t keep speed up sufficiently, imo.

What's important is the sensitivity and the nav source i.e. GPS or VLOC, not the number of dots or circles. The sensitivity changes depending on segment of the flight. Enroute, terminal or approach. For example with GPS as the source the Enroute (ENR) sensitivity is 5 nm full deflection or 2.5 nm per circle. For terminal area (TERM) which I believe iirc is a radius between 2 and 30 nm from airport the sensitivity is 1 nm full deflection or 0.5 nm per circle. On approach within 2 nm radius of FAF the sensitivity becomes 0.3 nm in full deflection.

Sooooo... this is best thing since sliced bread eh?! There must be a ton of airplanes out there with it? How many are there?

With that approach clearance ATC also gave you a vector to fly to intercept and get established on the final course. If that vector was to a specific fix and cleared you for the approach from there you can use gpss to that fix. However more often than not that vector instruction is not to a specific fix but somewhere on the final course outside the faf. Then you are expected to fly that heading and get established.

I don’t think an ILS should be flown in heading mode. That’s nuts! I hope there's zero wind when you’re in hdg mode trying to get on the localizer! That’s what approach mode is for. And I don’t see how you can fly an ILS on GPS legally. All this technology and you’re going to have him fly an ILS in heading mode and/or on gps?Granted the Aspens are ancient but still! Look. Load the full approach on the 430, use GPSS to fly around the initial and intermediate segments PTs etc. but get on the final course in heading mode when vectored to intercept final. Why? Because more often than not the vector will not be to a fix, i.e. IAF, IF OR FAF. If it is to a fix and are cleared for the approach from there use gpss. Then put the STEC 30 to track on hi gain. Make sense?

You can easily repair this with some abs sheets and then cover with ultraleather.

GPSS as the name implies is a gps function. Unless your AP has an approach mode that you can “arm” (for autointercept localizer/gs sense and the 30 does not) you should probably use heading mode to intercept the localizer as you indicated. You can load the full approach on the 430 and use gpss to fly the initial segment and any pt. But intercept the localizer in heading mode as vectored by ATC and then have the ap track in high gain. You can use the loaded approach as reference. But I don't think the 30 has an actual approach mode to intercept localizer or gs.

Welcome Roger! This is my cold start procedure in my J: Fuel selector fullest tank, mixture full rich, fuel pump on for 8 -12 sec then off, mixture ICO, don't touch throttle...its already at ~1000 RPM from previous shutdown, wait a few sconds, turn key. Ready with mixture rich once she fires. Don't need full rich mixture. Only as much mixture as needed. Not full rich. Lean brutally for ground ops. Fires up in one blade most of the time.

Sheepskins are great! You may also consider a breathable seat cover like this or similar. It works well and less costly. https://www.google.com/amp/s/m.aliexpress.com/item/32805975515.html?source=images

My condolences for the tragic loss of your friends. Prayers for the ones they leave behind.

I ran mine through the wash a few years ago. I was over Salisbury heading home from Myrtle Beach with a friend. It was a localized downpour which lasted about 10 minutes or so. No convection just lots of water. My buddy was not thrilled but handled it well when I tried to tell him that he forgot to throw some soap on the plane. Especially when ATC was announcing traffic on the other side, a couple of F16’s, as if we could see anything! When I told them I’m in the washing machine and can’t see anything they offered vectors but by that time it was almost over.

They are the older style flight attendant call buttons. The green one is reserved for the hot and sexy ones. Don't overuse it because you'll piss them off! The yellow one is for an emergency. Maybe you spilled your drink, the obnoxious kid behind you insists on kicking your seat or the pax next to you reeks like he/she has not showered in over a month!

A professionally washed and polished airplane in the hangar! The owner assist versions! I’d need to watch every move very closely and practice a lot because I’m a slow learner!

I think if the published missed is na due to an OTS fix but an alternate missed approach is depicted on the plate there would be an fdc notam. ATC would have you fly the alternate missed or negotiate another. But this is assuming the approach is flyable to begin with and that's not the case here. In this case the same OTS vortac used for the approach is also used for the published missed. Bottom line is this airport has no IAP when MXE is out and clearance to it should not be requested. Frankly I’m not sure what the OP is unclear about. It’s spelled out very clearly in the NOTAM. If he tried to “absorb” it instead of “adsorb” it as he calls it maybe it’ll sink in! How many more NOTAMS does he need to tell him MXE is out?! Spare the electrons and go somewhere else.

And they should really be called uni-odes!

It’s been baptized! And it shall be named... AeroFlight! That’s progress! https://bendixking.com/en/products/aeroflight

You can pull and pull till the cows come home! Try putting a wrench on it and turn it instead!

You don’t have to fly the entire approach that slow and you don’t need to come in hot over the fence either. Why not maintain a constant slope and vary your speed gradually decreasing it. For example in my J even if I start my descent at a blistering 140 KIAS and target to be at 100 by FAF, to maintain a constant slope of say 200 ft/nm I only need to vary the rate of descent a little. ~500 ft/min at the top to ~300 ft/min by the FAF. Steeper slopes increase rate of descent. You can play with your numbers for your airplane and see. Alternatively keep speed up at a nice clip and deploy speed brakes at FAF or if VFR around 5 miles out. This brings me down to gear speed and it's gear and flaps at this point.

Assuming I’m willing to accept to only display traffic on the GTN (I’m not but for discussion purposes,) I’d still need to use their ap. I think the Dynon target market are planes with simple and basic panels for which it’s a path to some modern equipment.

Horrific... may they RIP... Thoughts and prayers for their loved ones they leave behind.

Remembering those who selflessly and bravely served our country giving their lives so that we can enjoy all of the freedoms that we hold so dearly.

The Sunspot 46LX is 650$ vs the Parmetheus Plus at 230$. Is the Sunspot 46LX almost 3x as “good”? That’s a matter of personal interpretation and opinion.

The sticking point I have with Dynon is that we have to use their ap and tx. There is no way around this and I’m not about to give up my KFC or GTX345R.

The Aerovue for the King Air is an honest to goodness BK product, (i.e. not outsourced and/or rebranded) and was just certified in January of this year. This offers a ray of hope that maybe... just maybe the Aerovue touch will materialize.