Bob_Belville

I have a single Aspen, no subscriptions. (No terrain or charts) My NAV2, a KX 155, is coupled to the Aspen and can be selected as the input which in turn can become GPSS to the STEC50. In the pic the Aspen is using the GPS to steer with the two (out of range) VORs as RMIs but any of the 3 could be selected for CDI. Don't know about the Brittain interface to the Aspen.

The (glass) JPI 930 displays FP both graphically and digitally. Ditto MAP RPM. The 930's digital info alerted me that the voltage regulator had drifted down to 13.3 V instead of the desired 13.9. I don't know how you'd catch that with a little analog gauge. Having flown 3 plus years with an Aspen I have come to like the airspeed and altitude tapes and I seldom look at the backup steam. The ASI has the same color markings as the analog plus a number of V speeds are labels on the tape. The pic shows Va & Vle which I look for as I slow on downwind.

Did you read the OP? "My insurance company has no problem with me just flying the plane home by myself. So, am I being too cautious?"

Mark, I do think that's a better presentation. Jeff, does the Jepp version make it clearer? You'd wind up on a LOC approach if the GL was out on the ILS. If you have DME or GPS and can identify GATEQ you can use the lower MDA.

Ignoring you no glass comment, here's a pic of my '66E panel. If $$$ is no factor or if you do not have a solid NavCom2 you could replace the KX155 with a GTN 650. The AOA is the CYA100. There's a GDL 88 out of sight. The autopilot is a STEC50, you could go up to a STEC55 to get ALT preselect & ROC/ROD select. My Stormscope is a WX900, I suppose a 500 would be your choice if you do not have one now. The only vacuum instrument I have is the BU AI. The EDM is the JPI 930. The Xponder is a GTX 327, The A/P is a GMA 340, both new in 2012. The 750 can interface with remote units at a higher cost if panel space is a problem. I have a Garmin 696 out of view on the right wired to ship power and connected to the 750.

Yeah, I could get them on the 750 as well. I still like them better and if I was flying more and doing more hard IFR I'd spring for the extra cost. The info may be the same but Jepps really highlights the keys stuff with large, bold type and logical grouping of the mins. My younger daughter, now 43 and a clerk for a Georgia Court of Appeals Judge, looked forward to making $5 every 14 days filing updates into 6 - 2" leather binders. That was 30+ years ago.

If Nancy can hold in there I'll be there at least through Wed night.

I don't have a current Jepp plate. These are 5 years old. The GPS looks more like the current LOC chart. The older LOC 23 did not require GPS but it did include an NDB, apparently now decommissioned, so ADF was required. I suppose GPS could be used for IZN NDB.

Understand completely.

A few weeks ago I flew five formation sortes training to fly the Mooney Caravan. I was forbidden to look at anything at all inside the plane. (Minimum qualifications include 500 pic so the pilot is assumed to be able to manage the throttle, gear without looking. No flaps used and lead navigates, chooses altitude and speed.) Mixture full rich (~2000 MSL) Prop full. Use throttle aggressively along with elevators, rudder to stay in position and not collide with my lead. What do you know the engine managed to get along for an hour at a time without my supervision!

I'm neither buying nor selling. TEHO. Can you compare 4 CHTs or 4 EGTs and scan RPM, MAP, OilT, OilP, FF, FP, FuelUsed, Volts, Amps, OAT,... in a few seconds on one instrument, without pushing any buttons? I can on my 930.

Can't hold out a few months?

Agree. I thought the Jepps presented that info in a less ambiguous, more intuitive form. Of course I flew a couple thousand hours for 10+ years using Jepps so I knew right where to look on their plates.

Whatever. You gotta love the girl you're with.

For a 750?

Isn't it amusing that the bu gauges that you kept are further away from your scan/reach than the 900? My 930 is directly above the copilot yoke so somewhat further way.

Mark, I carried Jepp charts for many years and liked them better than the the NOAA which I guess is about what I have now in the e-charts from Garmin. My Jepp binders are at the airport along with the legends so I'm guessing based on 25 plus years ago. I speculate that the reason there's no crossing BZM radial for GATEQ is that the terrain and distance from BZM makes it likely that at 600' AGL the VOR signal will flag. And that you'll also be below CLT Approach (or Atlanta Center) radar. But as stated by someone, GPS REQ applies to the whole approach because of the Missed Approach holding fix. I think most folks would use the RNAV (GPS) approach. Even the ILS seems to require GPS!

Steve, did not know that. I'm a little surprised, I was told it was required in the 930 install since old tach and MAP gauges are removed. Of course the old steam gauges were often even further outside of the pilot's primary scan!

We're parking, not camping, probably in Vintage Parking Area. (Nancy says that in 52 years of marriage she's never had to sleep on the ground and she's not about to start now.)

400YS, note the JPI RAD (Remote Alarm Display) above the Aspen. This puts RPM & MAP and any alarm conditions right in front of the pilot.

Mark, I suppose that if I loaded and activated the LOC-23 approach in my GTN 750 the GATEQ fix would be depicted and upon crossing it I could step down to the 400 AGL MDA. But if I have neither DME or GPS aboard I cannot identify GATEQ (=IPJ 3.0 DME) and I cannot go below 600 AGL. I can step down at JIVOM and CISBU identified either by the BZM radial crossing or ATC using their radar. Correct?

An F model is probably the IO360-A1A.

I replaced my mixture cable seeking more consistent behavior during leaning. Can't say that it helped all that much. Savvy's SOP for their LOP test is to do at least 3 cycles which means 6 passes through Peak EGT and to do it very slowly. The reason is that what looks like mathematics is really mechanics where tolerances have a way of amplifying "errors". I suppose you can see your FF tick up and down a few tenth at cruise even though your mixture controls are firmly set and MAP and RPM are stable.

I like the size of the 930. I needed to locate mine on the right panel where I can see and easily interface with it.

As I opined above, I think the issue, the question, is how do I identify GATEQ in order to use the lower MDA. ISTM that the reason that the "GPS REQ" is on the plate is that BZM VOR and ATC radar will become unreliable below 600 AGL. In order to descend to 400 AGL you have to have the GATEQ fix plotted by your GPS. You can fly the LOC approach w/o GPS but you cannot descend below 600 AGL until you have the runway environs is sight and are in a position to land or circle. ICBW