Відео

Thank you!!

Not sure what you mean.

@ thought you might be Dutch

@indyvin1622 Lol!! Nope, although I understand it and know some "key" phrases!

@@chriskoppel3940 that's cool! I was born in Holland but live in South Dakota. I'm looking at buying an M20 and stumbled across your channel and noticed you have a dutch last name....

@@indyvin1622 Thank you! Mooneys are great planes!

Interestingly that's the angle at which the plane sits on the ground.

@@chriskoppel3940 I reckon if you build up enough speed it takes off on its own?

LOL! That is sort of what happens although one coaxes it into the air... For Vx I pitch up to 9-10 deg, Vy ~7 deg and once in "cruise climb" the pitch up is between 3 and 5 degrees.

Ahhh... which 2 beers?

Thank you @MyAviationDose! Glad you enjoyed the video. I have more in the oven. They just take a loooong time to cook. Ughhh!

Thank you @ProPilotPete! Downside is that it takes quite a bit of time to edit the videos. 🙄

Thank you @4thelake! I would be happy to chat about some of the "best practices" I have found. You may have to provide me with your contact info.

Good stuff. I have a similar setup in my Cessna 180. GTN 7T0 Xi and 3x Garmin GI 275 (my 3rd is the MFD version as a CDI for NAV2). I have a JPI engine monitor. My Com2 is the GNC 255A.

Definitely good stuff. GI275's pack a lot of stuff. GTN750 Xi is superb as well. What kind of autopilot do you have?

@@chriskoppel3940 It's an STEC 50. Works fairly well but doesn't provide coupled vertical nav (it does have altitude hold). I plan to upgrade the STEC to a Garmin GFC 500.

Great choice!!

@@masseywillingham8429 Although the IFD540 is a good unit i would suggest either a GTN 750Xi or a 650Xi since you will then be able to use all the features of the GFC500, including VNAV. I realize that not that much labor cost to swap 530 for 540, however GTN's are superb. I waited a bit for my "phase 2" to allow piggy bank to grow.... ;)

@@frankward67 Hi Frank, you are very welcome! GAMI should get your spread down to less than 0.5 without difficulty. You will really enjoy flying LOP. If I am below 11,000 i will back off from full trhottle to ~20.5" MP and 2400 RPM which ends ip ~65% power in my 280 HP engine. You can then run LOP at any diff without being in the red box. I usuall go some 15-20 deg LOP. Just my preference. CHT's will be below 330-ish if baffling is good.

Thank you! Hope you are enjoying your "hybrid" gear

Plane went into the shop today for the avionics upgrade. Can’t wait. Your other video was helpful as well regarding setting an initial pitch for the FD. You are basically training me on these before I even use them!

@@4thelake Neat!! You are welcome!

Great! I hope he passes his check ride!

Thank you!

Thank you!! At that time I had a KFC-150 and the flight director would come up on the GI275. Since then I have upgraded to a Garmin GFC-500 as well as a GTN 750Xi. Also, replaced all engine instruments with a GI275 EIS.

Thank you @nogolfpro. Unless flying in icing conditions, which I would not do, the reason for the speed brakes is that if I have to go missed approach at the MDA or DA retracting the speed brakes stops the descent in case i want to stay at the MDA and then all I have to do is apply power with same pitch attitude to start the climb. With second generation Precise Flight speed brakes one descends at 500 fpm without any change in pitch or power. Retracting them levels the altitude. With the Mooney one can also descend at approx 500 fpm after lowering the gear without any change in pitch or power. That is why I set up my power, pitch, flaps and speed brakes so that prior to arriving at the FAF I am at the approach speed I want for the final approach segment. Once at the FAF all I need to to is extend the gear and no need to change anything else until either missed or landing.

Hi @chanfamily9090, I owned a 1991 TLS followed by a 2005 Bravo so familiar with those models. Great plane to get above mountains and weather! First, you need to make sure that the length of the runway is long enough for your comfort. I would suggest 5,000 ft or more to be comfortable and have time to go through the process in a methodical way. The longer runway the better for your first few. What I aim for is to keep the nosewheel off the ground from landing until takeoff while rolling down the runway on the mains and using the rudders to stay on centerline. It is good practice and fun. As soon as you land you should retract the flaps to takeoff (approach) setting, dial in a bit of power to keep sufficient speed to keep nose gear up and use manual electric trim to start setting elevator trim to takeoff. Adjust your rudder trim and then add power to takeoff. You will find that when you takeoff you will not have been able to finish adjusting elevator trim and will need to push on the yoke to keep from pitching up and stall. The manual electric pitch trim is not fast enough to go from landing pitch to takeoff prior to your takeoff unless you have a nice long runway. You may not have had time (or forgot) to adjust rudder trim and so also need to be prepared to put in right rudder as needed. If you apply power too quickly you may find yourself with significant P-factor and also pitch up. Apply power smoothly and be prepared to push on the yoke a fair amount and need for right rudder until you have your trims set. Hopefully that helped

@747driver3, Your comment means you are viewing the video attentively which I like. However, I believe it may be the camera as well as the high glare shield in this model year Ovation that gives that impression. When I get the minimums announcement (200 ft AGL), I am about 3000 to 3500 ft (1/2 NM) from the threshold (my aimpoint). Landed about 400 - 500 ft beyond threshold which means I was at 200 ft AGL and at most 4,000 ft from landing point. 3 degree slope is 300 ft/NM. Do the calculation and I end up on 3 degree approach: 200/4000 = 300/6000 is a 3 degree slope. The problem regarding flying a 3 degree approach is that if the engine quits one is not high enough to glide to the runway and as such you are right in having the impression that it is a shallow approach. Need at least 4.5 degrees or much likely more. That would require power off starting at base turn which I don't like to do since I loose glidepath control. If I want the higher margin of safety I will use the speed brakes in order to keep engine power as well as Vref speed (most often 75 kts). Regards, Chris

​@@chriskoppel3940 Enjoy the videos. It must be the camera. I fly a 3 degree glideslope nearly every day and this doesn’t look like it at all. Also, you cannot make every decision in a a single engine airplane as if the engine is going to quit. Otherwise we would all arrive at the destination at cruise altitude and spiral down. Or buy a twin. 3 degrees is (mostly) standard on the ILS and the VASI. It makes every approach the same. And there are many more reasons to fly it.

From your screen name I gather you are an airline pilot. Lots of amazing experience. Thank you for watching. I am really behind publishing videos even if i fly quite a bit collecting clips! Been busy at work. Ughhh!

Good catch. Thank you.

Thank you!! Fly there to practice ILS 07 approach on weekends when I do. Shall contact you via this thread next time I plan to go there. Most likely 2 - 3 weekends from now.

Thank you! ~30 years

Another question, I am 67 and really want to finish my ifr rating. I was near my check ride 1year ago Nad my cardinal needed a spar replacement. I am almost finished getting it back in the air. I will need to get the written over again. It it worth moving forward?

It really depends on the kind of “missions” you fly. Even if it is for shorter “$100” hamburger flights it would help you get through MVFR conditions safely not having to skud run those. If you only limit your flying to sunny CAVU days no matter what the mission then you would not need the IFR rating. Age does not really matter. Getting the rating makes you a better pilot in my opinion. It will also make you very comfortable flying VFR with flight following in busy airspace. Enjoy your flying!!!

When I first installed the dual GI275's I made sure that the top unit was ADI + AP (Autopilot) so that it could communicate with and command the autopilot. The installation manual for the GI275 AD+AP has specific settings for each type of autopilot that it communicates with. It is easy as long as the autopilots are attitude driven such as the King autopilots. For rate based autopilots such as the S-Tec I believe you need to retain your separate turn coordinator for it to work appropriately although the GI275 still talks with it re altitude, etc. Whoever tells you that the GI275 does not communicate with and command the KFC150 is wrong unless they are talking about the units that are not "+AP". The video about the insanely busy IFR flight has my new avionics that include the Garmin GFC500 which works amazingly with the GI275's. Regards, Chris

I did! Thank you!!

Glad it was helpful! Hope your currency work went well.

Thank you!

You are very welcome!

Glad it was helpful to you! Hopefully you settle on a good plane for you!

Thank you!

Welcome! Glad you were able to "participate" in the organized craziness of that day's departure. :)

Thank you JW. Glad you enjoyed watching it.

Thank you Frank! Glad you got to experience Oshkosh arrival and departure on what were somewhat challenging days. :) The annual went well and smoothly without expensive surprises. Hope yours did the same.

Oasis Aero in Willmar, MN (KBDH)

Glad you found it helpful Jonathan!

Thank you @tnflygirl! Have you made any decision? If you are installing 3 or more GI275's it may be more cost effective to install a G3X with the EIS option and either a G5 or GI275 as a backup ADI. Also depends on what other avionics you have on board (GPS navigator, autopilot, etc)

@@chriskoppel3940 you’re the second one that has told me that. I’m leaning that way. But I’m still torn. I have the 430 waas which I hate and I added the 355 which I love! I need a new AP and I currently have the Aspen pro max with synthetic vision. It’s great but I’m very limited on a Autopilot for my C33 65 Debonair. So I’m watching videos like yours in hopes to make the best decision for my needs. Keep up the good videos!

Hi @tnflygirl, If you want to keep your current engine instruments then two GI275's with the GFC500 and a GTN750 Xi (or 650 Xi) would be the way to go since less expensive than the G3X installation for which you would have to cut a new panel as well. If you want to replace your engine instruments then the G3X becomes a good alternative although may still be a bit more expensive. GI275's are way better than G5's although G5's are cheaper. The 750 just has a much bigger screen and more versatile than the 650. It is great with GI275's since you have a nice moving map on it with lots of features. Check out my most recent video on going to Oshkosh and you will see some features like weather display, etc. With two GI275's you can also replace your six-pack and have a cleaner panel. The 275's are extremely reliable. Some people feel uncomfortable removing their six pack though in which case you will have some clutter and distraction. For the second (bottom 275) I would install an MFD/Standby ADI which is more versatile than an HSI/Standby ADI. You need to install a Garmin OAT probe for the dual 275's to be approved by the STC to replace the six-pack. I would strongly recommend a backup VFR GPS antenna connected to the bottom 275 in case your GPS navigators go offline (alternator, battery or other issue). The 275's will have backup batteries that will work for 1 hour each. GFC500 is a SUPERB autopilot!!! Go for it. Chris

Thank you JW!

Thank you Teresa! Glad you enjoyed it.

Thank you Frank! Crazy enough I also flew in on Monday, lol! Taxi on the grass this year was OK without ruts and only with minor dips. Two years ago it was awful back and forth to the Southenrmost part of the airport and was concerned I might get a prop strike but fortunately didn't happen.

Nice explanation @747driver3. Thank you for watching the video.

Thank you @tommyn47 and glad you enjoyed it!

Excellent!!!

Thank you for your comments @theflightpractitioner7288! You are totally correct. We can get caught up on an unusual event in our advanced avionics. Glad you teach your students to move down a level (or more) in the automation level while sorting out what the problem is and "aviating-navigating-communicating". I am not sure which class of pilots would do that easier: the ones who actually transitioned to a glass cockpit or those who were "born" with a glass cockpit. As a CFII you have a better handle on that. Regards, Chris

Thank you! Glad you enjoyed it!

Glad you enjoyed it!

Thanks for watching!

Thank you! Yes, I am vey pleased with the GI275'd. Garmin is continuously improving on the software and organization of the displays so they are more user friendly. A G3X has a larger screen and has the ability to also include engine data and works better on the 10 inch landscape display. Would need a backup ADI either as a G5 or a GI275. May cost a bit more. I am slightly confused about your question re G3X and autopilot. I presume that you are asking if the G3X can drive the GFC500 autopilot. Yes, it can. Regards, Chris

That also works.

Thank you Stanley. Will look into it.

I will need to take a picture of it. Do not recall the actual part number. It has been a long time since we got it. Will verify with my partner.