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Fingers crossed thats all it takes!

http://www.aircraftpropeller.com/ This guy is in Lake Zurich, IL. I had a prop question on the Piper Owner Society board and he was right there with some advice.

Bought my Arrow 5 months ago. Engine had about 1300 SMOH, installed in 1990, but looked good during prebuy. Took it in for annual last week. Large crack in the engine case in the front left with oil leaking from said crack. Probably looking at an OH before it flies again. I knew that I...

It’s easy to miss a guy at 10,500 and get all of the arrivals to 10,000 and below as well as stop a few departures at 9000. There is little incentive to add the responsibility of class B sep to the controller (actually, several controllers as they cross the airspace), double the traffic calls...

There is risk in everything we do. I am not proficient enough to take off in 0-0, but am comfortable in 800-2 all day. Out in California, it might be 0-0 at the airport, and severe VFR 10 miles inland...I suspect if things went awry, you probably have some takeoff alternates in mind. I would...

I wholeheartedly agree on that point as well.

How can the pilot at the minimum IFR altitude, but can’t get the airport visually, accept a cruise clearance when he can’t fly the only instrument approach to the airport?

So if the wx is 800’ OVC at my departure point and severe VFR at my destination, I shouldn’t file IFR to get out?

Here is the ATC standpoint for this situation: you check in with approach and tell them you have the wx and have to do the visual approach. ATC vectors you at the airport and you see it...you are cleared for the visual approach. Or, ATC vectors you at it and you don’t see it...”say...

Believe it or not, ATC doesn’t even get your alternate unless you put it in the remarks section. If you decide you have to divert, ATC will ask you where you want to go because they have no idea. The alternate field when you file a flight plan is really only for S&R if you go NORDO and don’t...

Must be a regional thing. I looked at every public uncontrolled airport within Chicago Approach’s airspace that had a published IAP and every single one of them had a means of obtaining an altimeter setting from somewhere other than the AWOS. That might not be practical (or possible) in more...

Corroded wiring? I’m currently working on an issue with my HSI working fine in vloc mode a few weeks ago, to not working all of a sudden (no flags, just not working). I haven’t taken it in yet, but signs seem to be pointing to the connection between the gps/nav/comm and the HSI. Maybe since...

Most approach plates have a “if local altimeter setting not received, use XXX altimeter setting and increase DA by XX feet” or something to that effect. It looks like the AVP altimeter setting would be used instead. There are two independent altimeter settings at most towered airports; one...

I get that, but I don’t seee where it says the LNAV or Circling mins are not authorized, just LPV and LNAV/VNAV.

Am I missing something here? I see the LPV and LNAV/VNAV mins are NA, but why can’t you shoot the approach to LNAV mins? With a change in the runway length, it would make sense that the approaches with vertical guidance would be NA until they could be modified to fit with the new runway...

I didn’t say he was flying into ORD, I was disputing that more than one aircraft can’t be cleared for an approach at the same time, because they absolutely can be.

Are you sure about that? Don’t tell the approach controllers at O’Hare that they’re doing it wrong then....

I talked to Shane today on the phone, thank you for setting that up! He gave me some info which I think will help track down the problem when I take it in.

Okay, cool! I am waiting on a call back from Bendix, hopefully they can give me some things to look for as well.

Thanks Steve! I pm’d my phone number. I appreciate the help!