Gerald Griggs submitted this photo and note: “For day VFR flight, what instruments/indicators, if any, are missing?”
“Answer is fuel quantity indicator.”
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Is the fuel quantity indicator a cork float and wire ahead of the wind screen?
The compass correction card is not filled out.EVERYTHING else, including fuel……..which is in the wing roots, is Okay!
The Fuel Quantity indicators are probably in tubes up by the wing roots.
cheezzzz≥…1 hour on a recording tach is the fuel burn….
Clock.
Fuel gauges lie. The clock is used as an elapsed time timer (not to see what time it is) to determine fuel used and fuel remaining. Pilot needs to know GPH for this to work, and need to know fuel state at engine startup.
New regs require dual WAAS GPS, 406 ELT activate switch on panel, ADSB in/out/up/down, strobe and flare activators, and the dog to bite the pilot should the pilot attempt to touch any controls while the aircraft is in flight. Dog also doubles as a security system when aircraft is parked. Also automatic time-in-flight system connected between pilot’s bank account and FAA. Dual Comms, dual TXP, black boxes front and rear, and a JATO button to get this aircraft off the ground in the first place since the required equipment now weighs more than the aircraft.
Those are the minimum instrument requirements as per the FAR’s for VFR. However, to safely fly the airplane , not a single one is necessary.
my ercoupe did not have a fuel quantity gauge, a wire on a float visible from the cockpit. When the wire descended so did you for more fuel. compass was in my pocket. when needed.
The airplane is a Piper J5A, which has fuel quantity indicators in both wing roots.
fuel guage
Fuel quantity indicator doesn’t have to be in the panel. It can be a sight gauge in the wing root, a mechanical float gauge also in the wing root or a wire with a cork float sticking out the cap on the fuel tank in front of you. No electrical system required.
Turn and bank indictor for sure.
Also… why is the altimeter installed about 45-Deg CCW?????? That is insane and guaranteed to confuse.
Turn and bank indictor for sure.
Also… why is the altimeter installed about 30-Deg CCW?????? That is insane and guaranteed to confuse.
Install and hour recording tach, use the altimeter for pitch and get an I-pad and one can go anywhere. It a two hour aircraft so watch the tach and land in two hours!!!
Who needs an iPad?
too look at porno
None of this makes any sense. “Hour recording tach?”
“Use altimeter for pitch??” It’s a VFR plane. Look out the window to determine pitch. Altimeter only tells you if you’re going up or down, not pitch. You can be pitched way nose up and still be going down.
“In a two hour aircraft watch the tach and land in two hours??” First of all, a tach is not an accurate measure of real time.
Secondly, you want to keep time? How about a wrist watch?
And third… if you have a “two hour aircraft” ( which I assume to mean two hours of fuel capacity) you better be landing well before two hours.
No ball
Ball (turn coordinator) not required.
All six required basic instruments are there, though I have no idea why the altimeter is installed out of whack.
The altimeter is correct for this age/type aircraft. To set it you turn a knob that moves the face of the altimeter to put the field elevation under the hand of the unit. My 1948 Piper Vagabond has one like this and the panel is just like the one pictured here. I’m 90 and still flying
Thanks, Lee. I have never seen or heard of an altimeter like that. Seems like, with the face not aligned, it would make it very hard to read, and even harder the more the face was turned. I just don’t see the point.
I own a 1946 Ercoupe and my altimeter is “normal” with a Kollsman window.
Like most Piper’s of the era they employ a sight gauge. In this case the fuel gauges are in each wing root.