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Hi all. Due to a couple of DUIs I got many years ago (one in 2003/BAC 0.12, another in 2008/BAC 0.13, being young dumb and stupid in my 20's), I'm being dragged through the HIMS process. Prior to my initial AME physical appointment, March 3rd of 2020, I contacted CAMI/AMCD to find out what all...

That much I knew. But some seem to think that the SI only applies when flying under part 67 and becomes irrelevant once your medical certificate expires. But it actually is required even when flying under part 68.

Hi all. I've seen this question come up a number of times on this forum and have yet to see one that gives a straight answer. So I felt compelled to do some digging myself. Here are the results of my research. Hopefully this can give the straight answer we're all looking for on this. Question...

Other way around (pre-solo student, NOT questioning CFI, but questioning why my non-CFI friend feels so strongly against the method my CFI is teaching me). For clarification...I'm not questioning my CFI. As a matter of fact, I PREFER his method of side slip to centerline. My issue is when I fly...

Not sure why this is relevant. The point of my post is to sort out a conflict of information being fed to me by two VERY experienced pilots, and one pilot is discrediting the method of the other pilot.

I'm aware of side slips. I do use them with the CFI and am actually quite good at using them to track centerline. They also work well for final approach overshoot. I can also see where they would aid in crosswind landings as it would make it natural to dip the upwind wing into the wind while...

Sorry...forgot to clarify. Visual Approach. If the admins see this, can we add "Visual Approach" to the thread title?

So my CFI states to track centerline, use aileron to control drift while using rudder to keep the nose aligned straight down the runway. Another pilot I fly with preaches "Don't use aileron on approach. Use only rudder." I've tried both and honestly I have much better results doing it via the...

The GNC 255 does have a VOR/LOC composite output, thus it can drive a KI 209(A).

If I have a full list of equipment that is going in, or pre-existing and being retained, I can do up a diagram set for you.

Hi all. We have a 1975 Cessna 172M with Lycoming O-320-E2D engine. In this engine we have AeroShell W100 Plus oil filled to the 6 QT mark. The other day while flying straight and level at 3,000' MSL, 69*F OAT, full rich mixture, CHTs were in the 350-375 range, and 2500 RPM, the oil temps rose...

Thanks for all the input guys! @Jim Carpenter after reading your post I did find that section in Section 2 of the 1975 172M POH. Page 2-14 in the 1975 POH.

Hi all. So I've begun my pilot training in a 1975 Cessna 172M. In the checklist published in the POH, I see that there's Normal Takeoff (self-explanatory), then there's Maximum Performance Takeoff. The procedures in the Max Performance Takeoff very closely resemble the Short Field Takeoff...

Same reason people do a lot of things...$$$

Garmin makes the GEA 24 engine analyzer, which integrates with the G3X Touch.

Best to do it in one shot. Then you're only paying labor to take it all apart once, the wiring for all devices can be done at the same time and bundled and built as a single integrated harness, etc. Plus the wiring will look much neater as the harness doesn't have to be torn apart repeatedly to...

Anytime we do major avionics upgrades we always do a fresh W&B. Not a calculation...the aircraft is actually jacked up on scales and weighed. Any shop that does not do this is probably not equipped with scales to do it. When you're looking for shops to do avionics upgrades, be sure and ask if...

The G5 can display FD information for Garmin autopilots only. No FD for 3rd party autopilots. The GFC 500, like the G5, interfaces the control head and all servos via CAN bus (only manual electric trim signaling and autopilot disconnect discretes are on their own interfaces). ADAHRS information...

You could do the dual G5 setup. While the vacuum AH and vacuum system would have to be retained, the G5 installation manual authorizes the vacuum AH to be relocated to the turn coordinator position when being retained as the autopilot attitude reference as long as it is without flight director...

Ah I see. Doesn't show up in my grandma's original picture, but then again that picture was taken when the plane was brand new. From the angle it was shot at, cameras from that era may not have caught it.