วีดีโอ

Thanks! As you may know, KORL is hit or miss with traffic volume. I agree with you....as much as I use radar services, I have found on this particular trip I am often sequenced way out of the way. I now use the route shown in the video and simply avoid Class C and B entirely. The route invites a little more risk due to the lower altitudes and potential for other traffic (though all must have ADS-B in the area) . Regarding the items on the glareshield, the rectangular one near the front is the Trutach digital tachometer (my analogue one is 100 RPM low). At the far end in the center is the Garmin GDL39 GPS receiver and ADS-B in to the the Garmin 696. It's funny you caught the "Commuter" call. KORL is the only airport I have flown into that seems to prefer "Commuter" rather than "Cessna" for the 150. Even then, they still called me a Skyhawk...you can't win! Enjoy your trip to Orlando!

​@@theflightpractitioner7288 Yes the C-150 is the go to plane low altitude flying and a well trimmed one like yours takes the cake. PS shout out to your son for his Guitar work. Nice touch.

It is a modified RAM seat rail mount. The original arm was replaced with an angled extension that places the 696 in the proper position you see in the pictures. It is extremely solid (feels like a permanent mount) but can be removed at the seat rails if necessary. www.aircraftspruce.com/catalog/avpages/ramseatrail.php

Thank you for your response 👍

The panel upgrade was wrapped into other maintenance, but as a rough estimate it required between 50 and 60 hours of labor. The work was done at Cilliers Aviation in Palatka Florida (28J). Very pleased with their work.

Thank you!

Hiya stranger!!! Long time - we need to catch up. Big fan of the Aspen but the smaller main instrument panel in the C150 would make it awkward. BTW - 97M is out in Van Nuys now. Keep a look out and report any sightings!

You are correct that in GPS navigation mode with AUTO sequencing, the course deviation indicator (CDI) will indicate deviation from the GPS course regardless of what is selected on the OBS. However, the reasons you would want to set the leg course on the CDI are (1) as a matter of good operating practice for situational awareness (the intended course should be shown at the top of the OBS or HSI so you know where you are going), and (2) to avoid constant triggering of the MSG indicator warning of a discrepancy between the set course and the GPS computed course for the leg. Of course, when in HOLD mode the selected course will affect the CDI and TO/FROM indications, just as with a VOR.

If the waypoint is not a "fly-over" fix, the GPS (while in the AUTO SEQ mode) uses turn anticipation to smoothly join the following leg. If the angle between the heading and the next course is large, the turn to (and activation of) the following leg can happen well before the upcoming fix. To protect against this, and to avoid forgetting, it is good practice to place the GPS in HOLD mode prior to the fix. That being said, as long as the following leg has not yet activated, you can suspend sequencing at any time.

What a great, practical response! Thanks much. This series has been absolutely invaluable to me.

Thanks Kevin! We have a very similar setup, but the G5's should bring yours to the next level. You gotta get some videos up!

Agreed...the 300XL is a good choice in a legacy GPS, and has an excellent COM radio. It's why I decided to retain mine :) And as you noted, you don't have to spend a small fortune to enjoy almost all the benefits of modern day offerings and create a very capable IFR platform. I hope to demonstrate this in future videos coming soon! Thanks for the feedback.

Sorry to hear about the Tx issue. Does the Tx indicator illuminate when you press the PTT? Did you check connection between external PTT and radio? I am not aware of any 'reset' function.

Thanks for the feedback Joel - glad you found the video helpful. Sorry for any confusion on the indexing. I use the Module numbers as a sequential reference for each video I add (basically a video counter for my channel). This way I can direct my students to a particular video by Module number, and helps them to quickly locate it. If a Module topic covers more than one video, such as this Garmin series, they are further organized by sequential Part numbers. The eight-part GNC video series are Modules 15-22, Parts 1-8.

@@theflightpractitioner7288 Thank you!!

I confirmed today that database updates are available through Jeppesen NavData Services.

I don't have a cheat sheet but you have generated a good one! The pilot interface on these older units is not as refined as modern ones, but a little practice and you will get it down. A couple of thoughts on your list. #5, yes you must manually set the OBS to the course or you will get a MSG light reminding you to do so. When I see a blinking WPT light, I verbally acknowledge "WAYPOINT" and then set and verify the next course in the OBS. Be disciplined in that and you will not forget. #6 You do NOT press Direct To once the approach sequencing begins - the GPS will automatically switch as you pass each waypoint. The only time you use the Direct To function on an approach is to proceed to the MAHWP. After crossing the RWY fix, the GPS will load the MAHWP but will not begin navigation to the point until you press Direct To. This is designed to ensure the pilot complies with any initial maneuvering required at the start of the MA procedure before proceeding to the fix. One very important point to keep in mind is that when in the HOLD mode (course reversals, vectors, leg activation), you must ensure the OBS is set to the intended course BEFORE switching to the AUTO SEQ mode. The GPS will reference whatever is set in the OBS as soon as you switch to AUTO SEQ. In fact the manual suggests setting the OBS and waiting a couple of seconds before selecting AUTO SEQ. Hope this helps.

@@theflightpractitioner7288 Thank you, I went flying yesterday and did several “different” RNAV approaches with it, I guess I need practice on my scan because it felt less reliable (due to me being new, I do like the unit) to me due to the lack of glideslope (coming from training aircraft always displaying a glidescope). One question that I still have, when loading a particular approach, I could only choose between 3 IAF’s, I picked the most likely one but I was vectored in between the IAF and FAF, I never crossed the IAF but I believe perhaps I was close enough (or that the GNC300XL will auto sequence without passing the IAF) that before the FAF the annunciator GPS APR changed from ARM to ACTV so I knew I was good to go. I followed the altitude requirements down to MDA (finding that RNAV’s can have a number of step-down altitudes). Side thought: I guess we don’t need to time these approaches since we have the distance displayed and WPT will indicate at the MAP, just a matter of improving my scan habits to keep on top of it. Another question, how would you use the GNC300XL in combo with a KX155 for a LOC/ILS approach?

@@user-vs3zz3zi4s Always load the approach from the anticipated IAF as you did. Then, if you find yourself being vectored to final, (1) from the RTE page, highlight the FAF and press Direct To, (2) Place the GPS SEQ mode into HOLD, (3) Set the inbound course to the FAF on the OBS (assuming that is the segment you are being vectored to). Wait a second or two (this is important per my last reply) and then put the GPS SEQ back to AUTO. You will now get course guidance to the extended course to the FAF (BTW, these are the same three steps you would use to fly a leg of any route). Look for the GPS APR mode to switch from ARM to ACTV within 2 miles of the FAF and you are good to go. Be advised there are some stepdown fixes inside the FAF that will not show up as waypoints in the GNC300XL approach sequence. You will need to note the published distance on the procedure and then monitor the distance to the RWY to determine when you have crossed these types of fixes. As a matter of habit, I always start a timer when crossing any FAF (a good habit so you never forget when you need to). For LOC/ILS approaches in which distances are predicated on the localizer, you can select the LOC ID (I-xxx) in the WPT page and use that (legally!) for published distances based on that DME source. (I want to do a video on this).

@@theflightpractitioner7288 so if you miss the IAF and go in between the IAF and the FAF when the IAF is next on the RTE page, then does the approach break or auto sequence takes action here? I’m going to try that next time but come in very close to the FAF just to see what happens. And also the method you mentioned: direct to FAF ENT, GPS SEQ HOLD to change OBS, then check direction dtk on NAV page, adjust OBS, wait 2 seconds then GPS SEQ AUTO. Then good to go the rest is auto sequenced? For the LOC, yes would be good to see how the WPT works (as a DME?), I usually would direct to and input the FAF, then separately see the glideslope on the KX155 verifying the frequency there and getting the outer market beacon signals / alerts. If you can go to the LOC WPT, that’s also the FAF? But the GNC300XL does not have a NAV radio so it won’t be ID’ed or able to listen to the frequency or get a marker beacon indication? I know you can do this on the KX155 so you’d need to use both systems together I am guessing? Yes would be good to see a video on this.

@@user-vs3zz3zi4s Always activate the leg to the FAF as I described previously. Once you do that autosequencing will begin crossing the FAF. Remember to intercept the final approach course at least two miles from the FAF to ensure the unit switches approach mode to ACTV. Practicing a few vectors to final will make this process quick and easy. For ILS/LOC approaches, the GNC300XL basically serves as a DME as you said. The distances are from the localizer fix which you specify as I said on the WPT page (I-xxx). So you fly the ILS/LOC using the VHF nav as you normally would, and reference the distances from the GNC300XL.

Thanks for the feedback Luke - much appreciated!

Happy to hear you found the information helpful. Thanks for the feedback.

Thanks for the feedback Kevin! Glad you found the series helpful.

Thanks for the feedback Seth! Good luck with your training (I am a big fan of the Skippers)

Glad you are finding the information helpful!

My pleasure! Thanks for the feedback :)

Unfortunately I can't provide much insight as I do not use the Map page (I have a Garmin 696). For the 300XL, I usually fly on the Route page. Perhaps some others can chime in here.

Thanks for the feedback! Glad you found it helpful.

Glad you found them helpful. Once you get to know the 300XL you will soon appreciate its features. Good luck with the -180, that's one great airplane.

You are very welcome. And thanks for the feedback!

You're very welcome!

Congratulations on making some serious progress toward the Instrument Rating! Glad you are continuing to find the videos helpful :) I am based out of Palatka Municipal airport (28J) but only instruct on a very limited basis on the weekends due to a crazy work schedule. However, don't hesitate to drop me a line if you need any help.

Glad you found the videos helpful Hayden. I had the same problem trying to find useful guidance. These legacy GPS units are really quite good despite their somewhat klunky interfaces. But once you get a little practice you'll find them to be very capable.

You're very welcome! Glad you found it helpful.

You're very welcome!

Thanks for the feedback - glad you found the series helpful!

Thanks! Good luck with the new plane.

The plane symbol is used only when the TRK UP mode is active. The position diamond is used for all other map orientations. This cannot be changed by the user.

@@theflightpractitioner7288 Gotcha, thanks for the info

You can reach me at info@aviaaero.com

I find the Continental O-200 to be quite prone to fouling. My attempt at keeping the problem to a minimum starts with a very aggressive lean for taxi. Generally I will pull the mixture back to the minimum required for smooth operation. Do be careful to leave the mixture rich enough in case you have to add throttle during the taxi, perhaps to expedite across a runway. For the clearing process, ensure the area behind the aircraft is clear. Apply brakes and be certain to divide attention so the aircraft does not roll. With mixture set to full rich, slowly apply full power. Next, lean until you note a small RPM rise (any further leaning will result in roughness). Let the engine continue to run in this configuration for about 30 secs to 1 minute. Reduce power and recheck the magnetos. If necessary, a second clearing attempt may be required. Occasionally this clearing procedure may not work and the plugs may need to be pulled by a mechanic. Let me know if this helps.

Thanks for the feedback CJ.

@@theflightpractitioner7288 I have a 250XL linked to a new AV-30 in my 150 that I need to fully learn , your videos are excellent, thank you

@@crazyc99 Very nice! You have to get some aircraft videos up.....and perhaps ease up on those Carolina Reapers ;) Any experience/thoughts on a classic 1985 380 SL?

@@theflightpractitioner7288 Hahaha I gotta have my spicy 😅 although the reaper was painful un the gut lol. I definitely will get some videos up, I have a bunch on my Instagram page, I flew the 150 from Bemidji Minnesota to San Martin Ca and it was one unforgettable awesome trip . As for the SL, it's a nice car, and they're going up in value slowly, a bit finicky to get to run perfectly with and old cis injection but overall if you like the car it's a good investment, especially if you can wrench on it yourself

@@crazyc99 Sounds like a great trip! I am looking forward to doing some long cross countries like that when time permits. It would be nice to see your AV30 in action. Seems like quite a few 150 owners are installing them. I am going to be looking at panel upgrades next year and still thinking through the design. Thanks for the advice on the 380 - have one in the family that is in great physical shape but in need of some serious engine work. Debating if it would be worth the time/investment. Of course, the way car prices are headed these days (heck, all prices), maybe worth hanging onto.

Jeppesen still offers NavData updates as either a one-time purchase or as an annual subscription.

Yes, that was an external 2400 baud modem connected to a land line. Old school!

Thanks Mitch! The Cardinals are great aircraft - enjoy and fly safe!

You're welcome!