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Random Griz Aviation Musings
- Thread starter Griz882
- Start date
I apologize, I had the wrong arm of the Military Industrial Complex in my mind.
I stand corrected!?
I do.
I saw the Foreflight acquisition potential a while ago and figured Boeing would be the logical buyer at some point - expecially now since Foreflight & DoD has expanded the Military EFB contract across all services.
I share @Griz882 concern about Boeing fucking up Foreflight. Jeppesen Flight Deck is a big bowl of over regulated complexity - neither Boeing nor Jepp understand "Minimally Viable Product" culture as a path to innovation and user experience excellence. Boeing is a "requirements, requirements, requirements" culture. We'll see!
I am a member of the AZ Chapter. These guys are the HQ in Atlanta. My chapter made an appearance at HAI in Vegas last year.
ha!No G-5 in this one?
Why didn't you take the pranged ship?
Actually I had just had a top overhaul done on this aircraft (new cylinders) and I needed to put some hours on to break it in properly - that means flying at 70-75% power, staying under 6000 feet DA, and running straight mineral oil in the engine - for the first 25 hours. Round trip to Atlanta and back was only 5.5 hours on the tach. ?
No G-5 on this aircraft - in fact I carry a Stratus unit to plop on the glare shield, paired with iPad/Foreflight for ADS-B IN. Works fine. Old school vacuum AI - and electric KCS-55 HSI like we have in the TH-57 ....
I'll probably just go to an Aspen solution - for under $5K and pull the vacuum system and put the King HSI in one of our older 172's
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Chuck, a questions for you...
If a fuel flow gauge is INOP, but it shows fuel flow, are you really burning any fuel? I like to think about this question while contemplating what a one-handed clap sounds like.
Nice stack, by the way. That's my work setup, minus whatever that RNAV-looking like thing is.
If a fuel flow gauge is INOP, but it shows fuel flow, are you really burning any fuel? I like to think about this question while contemplating what a one-handed clap sounds like.
Nice stack, by the way. That's my work setup, minus whatever that RNAV-looking like thing is.
Fair questions
Was in quite a bit of turbulence - especially laterally - and those Shadin fuel sensors jump around a lot - they actually even out when the plane is still.
If I had showed you a 5 minute video clip vs a pic you would see that... that said with one person in left seat the plane does have a tendency to develop an imbalance - and on this trip I had selected the RIGHT tank a few times vs BOTH. Yes it has a selector - Cessnas have a LEFT - BOTH - RIGHT. Pipers generally have just a LEFT or RIGHT setting. (quite a few Piper mishaps from pilots forgetting to switch tanks - to fuel exhaustion)
The analog fuel flow gauge is disconnected and that sensor is instead wired to the JPI- which is a far more accurate sensor and display - in this case I was leaned for 12.4 GPH.
Looks like you replied before I edited my post. Realized I was being an idiot when I asked about that. It's been a LONG time since I was in a Cessna, and couldn't remember if there was a valve, until I realized there has to be a valve and Google educated me. Totally get the jumping around bit. Thanks.
I figured the JPI (or flat panel) was giving you good FF info.
Okay, another question... How does Aspen deal with the requirement for a dual power supply? Or is there a requirement? Does it run on its own battery as a secondary (kind of like the Dynon)? I'm actually seriously looking at upgrade paths now for budgeting.
That's a Garmin GMX-200 - a little dated but in 2007 ish it was state of the art in GA. Has its own SD card based database and has ability to display geo referenced charts + approach plates. Now just used as a bigger display for the Garmin GNS 430 displaying airspace, waypoints, airports and ground based wx. Really ok for SA but thats about it. The iPad and FF have made it largely obsolete.
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Alternator, internal battery in the Aspen and aircraft's lead-acid battery (Garmin G5 does same approach) - so lots of redundancy. For IFR, a single alternator and an aircraft battery are sufficient for Part 91 ops...
Dry vacuum pumps and the associated mechanical gyros are far less reliable and fail regularly.
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