That link clearly says “land and ports with ferry connections”.
A Gippsland GA8 Airvan with 9 people on board crashed vertically on the island of Storsandskär, near Umeå in Sweden. All on board perished in the crash.
The airplane was owned by a operator of parashuting flights.
Hi. I’m thinking how to feed my ADC200 with heading signal. Accepted is XYZ synchro heading.
If there is on the market small, light unit that can provide this signal? I need it for experimental aircraft.
I don’t want to go into heavy systems like KCS55.
This is a thought spawned off the other thread…
I am half way through my FI and have no CPL TKs, and I really don’t want to do them either. I asked my instructor if I can also do the CRI at the same time as it’s my understanding that the CRI has some privileges that the FI(R) with no CPLs does not have. He said that FI is higher than CRI so it’s not necessary but agreed nonetheless.
I want to know: precisely what are the privileges a CRI has than a double-restricted FI does not?
I have discovered some anomaly with my Aspen Kfc 225 installation. It might be a wiring/ pin problem, but I have to solve it ASAP.
Then anomaly is the following:
When then AP or FD is ON, and the NAV mode is ON and captured, the HDG bug still works, and affects the AP. I have discovered this, when the ILS^ LOC was captured, the HDG remained on the intercept leg, and the AP struggled to keep the LOC. The GS was ok. Yesterday tested during my flight to Duxford, and it had a the same problem with normal VOR capture.
The GPSS works ok, it is a kinda HDG mode.
Additionally, when the NAV is on, the HDG knob is more sensitive, commands more abrupt turns. I have talked immediately to my installation shop, but they still work on it.
Any idea without looking into the wiring, but I can provide it too.
Zsolt
It seems that the data cards supplied new by Garmin these days, will only work if the unit is running software version 3.30 or later.
Can this upgrade be done by an avionics shop or does the unit need to be sent away?
Any idea on cost?
I am starting to get worried as my IFR-equipped aircraft is currently grounded, and it’s been 5 months and not a single IFR segment for me. I could certainly go to my favourite FTO and book a few hours with or without an instructor, but I wonder if anyone can propose a more cost-effective way. I have a few general ideas – any specific recommendations or offers on these will be greatly appreciated:
- Take an MCC course and gain an extra qualification while exercising my IFR skills – would it work this way?
- Join someone on a multi-day IFR trip (I can easily travel on a short notice)
- Take simulator training for a considerably faster aircraft, so that going back to real-life 80-knot approaches would be a no-brainer
- Find a reasonably priced FTO based directly at an IFR airport
Thanks everyone!
That link clearly says “land and ports with ferry connections”.
How do you calculate takeoff and landing performance without converting airfield altitude to pressure altitude?
Awesome recommendation, thanks AfricanEagle. Too bad though, aerodrome is closed for public traffic until September 12 (for the “3rd FAI World Gliding Championships 13.5m” it seems).
Edit: I called them and they said “no problem for hard parking”. Easy.
