In my opinion this provided better educational material than 80 percent of the teaching/educational vids! I think it makes much more sense when you put the many moving parts in a realistic flow than fragmented pieces of talking points information.
Love your videos. Ive got a 96 M20J MSE and we are looking at a very similar panel update in phases much like yours. Phase 1 dual gi275 and replace GNS 530W with IFD540 keeping the KAP 150 for now. Phase 2 upgrade to GFC500 autopilot.
@@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.... ;)
Actually, I think this was a great teaching video. We plan according to our needs, but must be proficient enough to respond to the actual situation. Excellent demonstration of real life general aviation.
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
Thanks for sharing. I found it instructive. I am planning IFR currency work tomorrow evening. I was a steam gauge guy for so many years, but I am finding the digital cockpit much easier once I got used to the button pushes and programming ahead on so many aspects of the flight. Hard to beat Garmin and an iPad.
Nice video, thanks for posting. You have some of the best real life GI275 videos on TH-cam. One suggestion, Pilot2Pilot (and ATC2Pilot), when you were given a heading and cleared to join the final apch crs, you really should not activate approach mode on your auto pilot until you are actually cleared for the approach. Otherwise you will begin a decent with the glide path and that was not your clearance. Better SOP is to fly the heading, then when final course is coming in activate NAV mode so the AP captures the final as assigned but don’t activate Approach mode until actually cleared. That way your AP will maintain your assigned altitude until you are cleared for the approach. If the controller fails to clear you prior to glide path intercept then once cleared you will need to descend to the next step down altitude on the plate to get below the glide path before activating Approach mode but you will save yourself a pilot deviation or possibly worse.
Thank you for your compliment MrFarnoth, and Happy New Year!! Great suggestion!! I can see how it would be a bummer starting down the GP/GS without a clearance. I thought controllers always used "PTAC" when ready to clear for an approach even if either VTF or direct to an IAF on the approach. If I don't hear PTAC (Position, Turn, Altitude, Clearance) by the time I am on the final approach course or crossed the intermediate fix just prior to the FAF then I will certainly ask if I am cleared for approach. I try to anticipate the clearance and if not received then will certainly inquire. I have always engaged APR mode on the autopilot once the vertical deviation guidance pops up on the GI275. If on an RNAV approach the annunciation of LPV, LNAV/VNAV, or LNAV+V should also show up on the GPS navigator at the same time. If I end up not being cleared by the time I intercept GP/GS then I would remove APR and maintain NAV and maintain last cleared altitude. It is very rare for one not being cleared for the approach when PTAC should be given which is why I select the most common scenario and enable APR. Less things to forget. I have forgotten to press APR in the past and then end up scratching my head as to why I am not descending... Just yesterday I got to the IF (WILNA) on the FHB RNAV 04 and had not been cleared for the approach yet since there was a Citation on short final for same approach. Controller had given me vectors for adequate separation and his intention was to have me cleared for the approach as well. When I was about to cross WILNA I asked him if I should do a hold there or continue on the approach. I had just removed the hold from the flight plan since he had mentioned earlier that I would not be doing the hold when I asked about it, ughhh!!! He cleared me for the approach and so I descended from 2100 to 1800 ft on the way to the FAF and engaged APR mode once I got the VDI on the GI275. It did not come up until past WILNA. Fortunately the GFC500 can intercept GP/GS from either above or below. I prefer not to chase it down though. Sounds like you are both a pilot and air traffic controller as well. Kudos!!! That is a perfect combination. When a pilot you know what to expect from ATC. As ATC, pilots can surprise you though!! LOL!!
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.
Hi Steve, It is a bit further than KBQK and KJAX, but has several good approaches. I go there at times when I'm in Lake City. Thank you! Have a great 2023 as well!!
Bummer you had to change plans. Good decision making in real time though and you got some different things to figure out fast and well. Good work as usual….. I enjoyed watching. Happy New Year.
19:34 wouldn’t it have been better to arm NAV mode instead of APR due to the fact that atc did not clear you for the approach, but just told you to intercept final? It worked out this time but sometimes atc keeps you high for traffic and it could create conflict
You are right Andy. Good pickup. APR mode would initiate descent at FAF following GP and would not be able to do that unless cleared for the approach. NAV would keep me on course and also at cleared altitude of 2000.
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
The GI275 is more compact than the six-pack and therefore one can view it "all" at once and process the info a bit faster. The only item I would prefer to be presented differently is the VSI. It is a relatively small numeric field and at the beginning I had to concentrate on looking for it. It is "second nature" now. A larger G3X, G500 or G1000 display shows all info in one screen and a bit more presentable. Those do cost more $$.
Hello from Central Ca - enjoy your videos very much ! I wonder if we could talk about your duel GI 275 install ? I am about to do the same on my Piper - keeping the Century AP ... The shop is a bit worried as they have not done one of the 3rd party AP installs > Thanks in advance
Why did you go with 3x GI-275's instead of a G3X with EIS? When I priced out 2x GI-275's, I was knocking pretty close to the G3X and it was enough for me to just go that way. I can't see 3x GI-275's being more cost efficient.
Good question Louis! The installation was done in two parts, about 1-1/2 years apart from each other. The first was the dual GI275 installation without the EIS. I did that prompted by the King Attitude Indicator going bad. I replaced the six-pack at that time and interfaced the GI275's to a 530W and a KFC150. Worked great! I have a few videos with that installation. Next was replacing 530W with GTN750, the KFC150 with the GFC500, and the Insight G4 engine monitor for the GI275 EIS in order to get rid of all the other engine instruments for a cleaner panel. I was starting to have issues with the original Mooney engine instruments which prompted the 2nd installation. The staged upgrade was easier on the pocketbook sequentially as well, not necessarily total cost though. Had I done the whole thing at the same time I would have pushed myself for a G500 Txi with EIS, GI275 backup ADI, GTN750 Xi and 650Xi, and GFC500. A bit cheaper to go with the G3X and G5 as backup but i believe the G500+GI275 is higher performance and quality option. In general it is better to "bite the bullet" and go all the way. Save having to open panel twice as well as savings in installation labor. Happy New Year!!
Thank you Alex. I kept the original VOR gauge because it is driven by the KX155 and both work well. No need to have spent the $$ to install a GTN650 and another GI275 or digital VOR head from Garmin at this time.
that's the problem with Florida, a million planes being jammed into a thin ATC system network....not to mention the outdated computer system being used.
At 7 minutes 46 seconds into this video, ATC instructed the pilot to "ident", and proceed to his desired altitude of 3,000 feet. The pilot only acknowledged the altitude assigned to him, but did not acknowledge, ( nor, perform ), the ident command on his transponder. Usually, controllers will remind pilots, ( or call them out ), when they don't follow an instruction, ( could be dangerous ). This controller was swamped.....
I am glad you took the time to look at the details in this really busy IFR flight. You did miss something though... Watch my right index finger on the yoke immediately after he issues instructions. I depress the IDENT button that is on the back of the right horn as soon as ATC asks me to ident. That button saves the pilot from being distracted in having to look at the buttons on the transponder at a busy phase of IMC flight. There is no need for a verbal acknowledgement of "Ident" since controller will immediately see it on his screen. Repeating "Ident" instruction just clutters the frequency, even more so in such a busy day. Thank you for being so observant!
I am just happy that someone took the time to look at the video with an eye for detail. Also, not every plane has that button on the yoke. Easy to overlook. Hope you enjoyed the video otherwise.
It's a 1995 Mooney Ovation (M20R). I have owned a 201, two 252's, two Bravos and this one. Enjoyed and liked every one of them, each for its own reasons.
I believe that my mistake was to think that since I got the clearance "as filed" on the ground that I was crossing sectors (approach to center) and that the clearance may not survive. Each sector has their own constraints. They were immensely busy that day and could barely handle the actual traffic using the approaches to land at destination and as such could not fit in practice approaches. Although I briefly expressed frustration during the flight, I should have realized that when the controller told me that I would get the approach clearances in the air that he did not commit to them being given and could not speak for those controllers and sectors.
![[LIVE] : ONE ลุมพินี 91 | คู่เอก "คมอาวุธ vs อเล็กเซย์"](http://i.ytimg.com/vi/V0RkEfYFsgM/mqdefault.jpg)
![เปิดคำทำนาย นอสตราดามุส - บาบา วานก้า ปี 2025 คนทั่วโลกต้องเจออะไรบ้าง? | แฉ 11 ธ.ค. 67 [2/3] |GMM25](http://i.ytimg.com/vi/xmTIKWJUMPM/mqdefault.jpg)
In my opinion this provided better educational material than 80 percent of the teaching/educational vids! I think it makes much more sense when you put the many moving parts in a realistic flow than fragmented pieces of talking points information.
Thank you Allen!
What a superb video - thank you so much
Thank you! Glad you enjoyed it!
Love your videos. Ive got a 96 M20J MSE and we are looking at a very similar panel update in phases much like yours. Phase 1 dual gi275 and replace GNS 530W with IFD540 keeping the KAP 150 for now. Phase 2 upgrade to GFC500 autopilot.
@@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.... ;)
Actually, I think this was a great teaching video. We plan according to our needs, but must be proficient enough to respond to the actual situation. Excellent demonstration of real life general aviation.
Thank you MDS!! Glad you liked it.
I’m trying to decide on between installing the 275’s or the g3x and you have good in flight videos. Thanks for sharing!
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
Thanks for sharing. I found it instructive. I am planning IFR currency work tomorrow evening. I was a steam gauge guy for so many years, but I am finding the digital cockpit much easier once I got used to the button pushes and programming ahead on so many aspects of the flight. Hard to beat Garmin and an iPad.
Glad it was helpful!
Hope your currency work went well.
Nice video, thanks for posting. You have some of the best real life GI275 videos on TH-cam.
One suggestion, Pilot2Pilot (and ATC2Pilot), when you were given a heading and cleared to join the final apch crs, you really should not activate approach mode on your auto pilot until you are actually cleared for the approach. Otherwise you will begin a decent with the glide path and that was not your clearance. Better SOP is to fly the heading, then when final course is coming in activate NAV mode so the AP captures the final as assigned but don’t activate Approach mode until actually cleared. That way your AP will maintain your assigned altitude until you are cleared for the approach. If the controller fails to clear you prior to glide path intercept then once cleared you will need to descend to the next step down altitude on the plate to get below the glide path before activating Approach mode but you will save yourself a pilot deviation or possibly worse.
Thank you for your compliment MrFarnoth, and Happy New Year!!
Great suggestion!! I can see how it would be a bummer starting down the GP/GS without a clearance.
I thought controllers always used "PTAC" when ready to clear for an approach even if either VTF or direct to an IAF on the approach. If I don't hear PTAC (Position, Turn, Altitude, Clearance) by the time I am on the final approach course or crossed the intermediate fix just prior to the FAF then I will certainly ask if I am cleared for approach. I try to anticipate the clearance and if not received then will certainly inquire. I have always engaged APR mode on the autopilot once the vertical deviation guidance pops up on the GI275. If on an RNAV approach the annunciation of LPV, LNAV/VNAV, or LNAV+V should also show up on the GPS navigator at the same time. If I end up not being cleared by the time I intercept GP/GS then I would remove APR and maintain NAV and maintain last cleared altitude.
It is very rare for one not being cleared for the approach when PTAC should be given which is why I select the most common scenario and enable APR. Less things to forget. I have forgotten to press APR in the past and then end up scratching my head as to why I am not descending...
Just yesterday I got to the IF (WILNA) on the FHB RNAV 04 and had not been cleared for the approach yet since there was a Citation on short final for same approach. Controller had given me vectors for adequate separation and his intention was to have me cleared for the approach as well. When I was about to cross WILNA I asked him if I should do a hold there or continue on the approach. I had just removed the hold from the flight plan since he had mentioned earlier that I would not be doing the hold when I asked about it, ughhh!!! He cleared me for the approach and so I descended from 2100 to 1800 ft on the way to the FAF and engaged APR mode once I got the VDI on the GI275. It did not come up until past WILNA.
Fortunately the GFC500 can intercept GP/GS from either above or below. I prefer not to chase it down though.
Sounds like you are both a pilot and air traffic controller as well. Kudos!!! That is a perfect combination. When a pilot you know what to expect from ATC. As ATC, pilots can surprise you though!! LOL!!
It's all good, at least you tried it. Very nice instruments set up.
Thank you! Happy New Year!!
@@chriskoppel3940 Happy New Year to you Chris.
if you ever want to stop at KBQK and get a cup of coffee or a cold bottle of water let me know. Great video and thanks for sharing.
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.
Chris, you should consider flying over to KGNV on days like those. Keep up the vid’s. Thanks and here’s to a great 2023!
Hi Steve,
It is a bit further than KBQK and KJAX, but has several good approaches. I go there at times when I'm in Lake City.
Thank you!
Have a great 2023 as well!!
Bummer you had to change plans. Good decision making in real time though and you got some different things to figure out fast and well. Good work as usual….. I enjoyed watching. Happy New Year.
Thank you J W! I actually had a good time up there.
Happy New Year!!
19:34 wouldn’t it have been better to arm NAV mode instead of APR due to the fact that atc did not clear you for the approach, but just told you to intercept final? It worked out this time but sometimes atc keeps you high for traffic and it could create conflict
You are right Andy. Good pickup. APR mode would initiate descent at FAF following GP and would not be able to do that unless cleared for the approach. NAV would keep me on course and also at cleared altitude of 2000.
Nice job.
Thank you!
Hello there Chris, loved your video very infomative. Im in Florida and I would love to take a flight in your Mooney, never been in one.
How did you get the GI275 to communicate with the KFC150? I have been told by several avionics shops that it can't be done. Obviously, it can!
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
Definitely a busy day how to you find the scan is using just the 2 instruments easier or more difficult than six pack / Full screen (G3x, g1000)
The GI275 is more compact than the six-pack and therefore one can view it "all" at once and process the info a bit faster. The only item I would prefer to be presented differently is the VSI. It is a relatively small numeric field and at the beginning I had to concentrate on looking for it. It is "second nature" now. A larger G3X, G500 or G1000 display shows all info in one screen and a bit more presentable. Those do cost more $$.
@@chriskoppel3940 gotcha makes sense Thanks
Hello from Central Ca - enjoy your videos very much ! I wonder if we could talk about your duel GI 275 install ? I am about to do the same on my Piper - keeping the Century AP ... The shop is a bit worried as they have not done one of the 3rd party AP installs > Thanks in advance
Hi Rodney,
Would be happy to chat with you about the GI275's. Please provide me with contact info so that I can get in touch with you.
Welcome,
Why did you go with 3x GI-275's instead of a G3X with EIS? When I priced out 2x GI-275's, I was knocking pretty close to the G3X and it was enough for me to just go that way. I can't see 3x GI-275's being more cost efficient.
Good question Louis! The installation was done in two parts, about 1-1/2 years apart from each other. The first was the dual GI275 installation without the EIS. I did that prompted by the King Attitude Indicator going bad. I replaced the six-pack at that time and interfaced the GI275's to a 530W and a KFC150. Worked great! I have a few videos with that installation.
Next was replacing 530W with GTN750, the KFC150 with the GFC500, and the Insight G4 engine monitor for the GI275 EIS in order to get rid of all the other engine instruments for a cleaner panel. I was starting to have issues with the original Mooney engine instruments which prompted the 2nd installation.
The staged upgrade was easier on the pocketbook sequentially as well, not necessarily total cost though.
Had I done the whole thing at the same time I would have pushed myself for a G500 Txi with EIS, GI275 backup ADI, GTN750 Xi and 650Xi, and GFC500. A bit cheaper to go with the G3X and G5 as backup but i believe the G500+GI275 is higher performance and quality option.
In general it is better to "bite the bullet" and go all the way. Save having to open panel twice as well as savings in installation labor.
Happy New Year!!
Beautiful panel. I’m getting ready to do the same with 3 x Gi-275. Why did you choose to keep the extra VOR gauge? Just curious.
Thank you Alex. I kept the original VOR gauge because it is driven by the KX155 and both work well. No need to have spent the $$ to install a GTN650 and another GI275 or digital VOR head from Garmin at this time.
that's the problem with Florida, a million planes being jammed into a thin ATC system network....not to mention the outdated computer system being used.
At 7 minutes 46 seconds into this video, ATC instructed the pilot to "ident", and proceed to his desired altitude of 3,000 feet. The pilot only acknowledged the altitude assigned to him, but did not acknowledge, ( nor, perform ), the ident command on his transponder. Usually, controllers will remind pilots, ( or call them out ), when they don't follow an instruction, ( could be dangerous ). This controller was swamped.....
I am glad you took the time to look at the details in this really busy IFR flight. You did miss something though...
Watch my right index finger on the yoke immediately after he issues instructions. I depress the IDENT button that is on the back of the right horn as soon as ATC asks me to ident. That button saves the pilot from being distracted in having to look at the buttons on the transponder at a busy phase of IMC flight. There is no need for a verbal acknowledgement of "Ident" since controller will immediately see it on his screen. Repeating "Ident" instruction just clutters the frequency, even more so in such a busy day.
Thank you for being so observant!
@@chriskoppel3940 Thank you for correcting me, and for being such a conscientious pilot. Didn't have any idea you could ident from the yolk. My badd.
I am just happy that someone took the time to look at the video with an eye for detail. Also, not every plane has that button on the yoke. Easy to overlook. Hope you enjoyed the video otherwise.
@@chriskoppel3940 How about that Mooney? What year, and model? Do you like it? I used to fly a 1967 M 20 F Executive. I loved it.
It's a 1995 Mooney Ovation (M20R). I have owned a 201, two 252's, two Bravos and this one. Enjoyed and liked every one of them, each for its own reasons.
Sucks that the Center treated you that way, the system is broke.
I believe that my mistake was to think that since I got the clearance "as filed" on the ground that I was crossing sectors (approach to center) and that the clearance may not survive. Each sector has their own constraints. They were immensely busy that day and could barely handle the actual traffic using the approaches to land at destination and as such could not fit in practice approaches.
Although I briefly expressed frustration during the flight, I should have realized that when the controller told me that I would get the approach clearances in the air that he did not commit to them being given and could not speak for those controllers and sectors.