3WF | New Tach meter

We have added a new meter which more accurately measure the engine time relevant to maintenance intervals – when you record Tach time after a flight, you now use the new MX HOUR METER instead of the counter inside the tachometer (which has been taped over with an appropriate message to prevent accidental use):

The net effect of that change will be longer availability intervals of the plane between maintenance cycles; we’re expecting to increase those intervals by up to several days every time – which is good news!

There is no impact whatsoever on the Hobbs meter (right next to it), i.e. there is no change to how much gets charged by the hour for using the plane.

3WF | ADI now showing DALT

After a software update to v6.40 the ADI now also shows density altitude:
G5 ADI - v6.40
Some of the Garmin components behind the scenes also received updates as part of that software refresh and will hopefully help keep the GFC500 autopilot from turning INOP again.

ICAO Filing

Flight plans in the US now have to be filed in ICAO format which asks for more aircraft equipment and capability details than the good ol’ FAA flight plan.

To help with setting up your flight plans we have created two pages (find them in the dropdown menu above under > Equipment) which should do the trick for both 3WF and 9ES.

Use those bits and pieces to fill out the aircraft profiles in your EFB.

C172S Tachometer: Normal operating limit

This is a reminder that the normal engine speed operating limit (top of green arc, representing ~75% BHP) changes with altitude.

See also POH:

  • Section 4: ENROUTE CLIMB and CRUISE
Top of normal operating RPM range (standard-day conditions):
2,500 RPM between sea level and 5,000′
2,600 RPM from 5,000′ – 10,000′
2,700 RPM above 10,000′

Soft-field operations

This is a gentle reminder of GFT’s Renter/Student Ops Manual regulation 5.6E, which states “Operations into any field other than paved surfaces (soft, gravel, sand, grass, etc) are prohibited unless prior approval is obtained from the Director of Operations, Chief or Assistant Chief Flight Instructor.

Soft fields can have hidden hazards like potholes or rocks in the grass, gravel causing prop damage, etc., and mud is the last thing you want to get stuck in during landing or trying to get out of on takeoff. These are all unnecessary problems, and therefore all soft-field exercises should be simulated on paved taxiways and runways .

Thank you for your understanding and helping keep our planes in the condition you wish to find them when you want to go fly!