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This was simulated IFR - under the hood. The PFD was not actually failed, just the GPS and G5 which is configured in this plane as HI; in that plane we also have both a mag compass and vacuum HI. Steam gauges were all nominal, so no need to declare emergency in VFR conditions.

Well, that's what I did. Eyeballing the Foreflight trace on my iPad and comparing with mag compass and vacuum HI gave me decent confidence that the G5 was AFU. Without the backups? Well, that's when it's time to declare an emergency and get ATC to vector to the nearest safe endpoint.

??? Non-avgas? Which models, and which engines are approved to run fuel with ethanol?

In this case, we use the single G5 in the plane as the HI. When the problem occurred, the CFI had "failed" the primary attitude indicator; with a vacuum HI in the plane, one failure response is to shift the G5 to PFD mode....oops. This failure was not annunciated in a manner that was obvious...

The problem we saw in flight was constant in both VOR and GPS usage. Maintenance has not yet solved it, but we are guessing it is tied to the magnetometer. I "think" I recall that the relationship between the course diamond and heading arrow was correct, but they were displayed being well off...

Was that "Insomnia"?

They're going to be sued by a blind pilot?

Which one can do more damage over the long run?

??? It's both vintage and over 800 hp. I would have thought that it required a type rating, or at least a letter of authorization. https://www.faa.gov/licenses_certificates/vintage_experimental

VOR: A large cake-shaped building dating from the mid 20th century. They are often filled with obsolete, inoperative electronics. Theories abound that these are ancient burial grounds for deceased ded-reconing skills.

A mag compass is no longer required for IR, so yes. That said, they certainly still teach standard rate turns and VOR. I took my checkride in a plane that was VOR only.

Not trustworthy. When the plane’s GPS is giving bad readings, I’m not going to rely on anything it displays.

Yes, a compass and a standard DG. Coupled with FF on the iPad it's a workable backup. Not fun, though.

Multi in ~30 days? Where is he training?

It's really surprising to learn just how difficult it is to ignore a known bad indicator.

Yesterday I went up with a CFI doing IR training. Focus was partial panel work, fun stuff. Partway through the flight, CFI covered the attitude indicator - fine, no problem. As I’m flying along, though, the G5 HI started to flash the heading number in yellow, then slowly started to rotate...

That's definitely the trend in commercial airline pricing. In the early 90s, I paid ~$350 for a basic domestic round trip fare on Delta. Today it's $400-$450 - well below inflation. So, we should blame all of GAs problems on Southwest, RyanAir and ValuJet.

A 200% increase over $200K would be +$400K. $200K + $400K = $600K.

So, what are the sources of the above-inflation price growth? > Regulation compliance costs? > Litigation funding? > New technology requirements? > Lack of manufacturing scale? It's not higher performance, because the new planes of the same model really haven't improved their performance much...

Last I checked, the takeoff and landing processes don't change based on the amount of time spent in cruise at altitude....