Robert C.

yep, delightfully easy. My 35 min flight home from the avionics shop sufficed to "validate" the installation. No need for any of the rigamarole of doing turns and climbs/descents in "rule airspace." Robert

9) Just discovered today that the new software will fly DME arcs for us Guess that is old hat to the 530W and 430W users, but new for us ! @Txbyker Russ: how does the database replication work? Robert

Now that is interesting. My AP-IA all but refuses to set it for more than 26.5gph, claiming that is what the STC and TCM give as the target number. Maybe I should look for a nearby shop willing to make that adjustment.

Thanks Mike. Looks like a good alternative to McGuire.

Thanks everyone. Keep them coming, especially a bit further East

Dutifully leaned to fly DME Arcs during IFR training; every now and again I improvise one for general proficiency purposes, but have actually never flown one from a published approach. Do any of you know an airport/approach in my general neck of the woods that has a DME arc on one of its procedures? Robert

Well, this may be more work than it’s worth: 1) got to WPT page #5 2) select “new wpt” soft key 3) name the wpt (e.g. DME fix) 4) in the “reference waypoint” window you should now be able to enter the VOR, radial and distance 5) back to FPL page and insert the DME fix as you would with any new waypoint. have never tried it but is the only way I can think of doing it. Robert

Hi Jeff, so far mostly for intercepting localizer and final appr courses and missed approach holds but should be useful as well when hand flying airway segments. Robert

So, for all of us G1000 drivers who've taken the plunge to upgrade to WAAS (and ADS-B), what new features (beyond the approaches) have you discovered? I'll start: 1) enroute vnav profiles now give the VDI and RVS (required vertical speed) on the AHRS 2) "banana" on MFD shows where we get to the target altitude 3) curving track vectors on the MFD 4) can edit the Flight ID for the transponder 5) insert HOLDS anywhere and the A/P flies them! 6) Data logging is amazing (and much more than just engine) 7) Profile view (of winds aloft and terrain) on the MFD what have I not yet discovered? Robert

Glad it worked for you Paul. It didn’t for me not sure if the pot is broken or my little screw driver too large. Will call Michael on Monday for advice. Robert

Ok, thx. On the 1st round I used a jeweler’s screwdriver. Felt like I make large turning motions. I’ll try again and also be more patient waiting for the AP to adjust the flight path.

Russ, did you do that while in GPS mode, or during an ILS approach? Am asking because my avionics shop said to do it during an ILS or LOC appr where I could visually track the runway. Going out again tomorrow to try and adjust out the remaining offset. Robert

I flew 3 LOC and 2 ILS approaches today as I was calibrating my WAAS installation. Paul is correct that it automatically goes into APR mode when in NAV mode both for ILS and for LOC. Like Paul I have the G1000 so YMMV. Robert

Yep, good advice. If I had done that and had asked my shop to set it to 40 deg. right away I would have saved several weeks of research and trying.

The APR button (also) increases the sensitivity of the AP. I.e., it make corrections more frequently. Try it someday while cruising. dial in a VOR to fly to...fly it with NAV for a few minutes, then press APR. You'll notice much more jerking around after the APR press. I have always pressed the APR key when closing in on the localizer but before I get on the localizer. Don't recall it behaving in a counterintuitive way. Robert

@carusoam Anthony, after our NJMooney's luncheon at KOXC today Rob Takacs showed us his gorgeous E model (and its "autolean" capability. It had the minder plugged in via a little space next to the ground power plugs. I'll be asking my A&P soon how we can do this For us Ovation drivers it isn't quite as simple as the batteries are well aft of the ground power door (I think, have to double check that) but I expect it shouldn't be that hard to get the wiring to extend back to the battery from that location. -Robert

I had runaway trim and stuck (electric) trim issues that were traced to chafed wires in the yoke. So loose wires and chafed wires are good hypotheses. Good luck! -Robert

Please do and let us know how it goes! I've been getting ads from this one or a competitor and when I looked at it I saw quite a few reviews that didn't like the s/w app you need and even more who said you couldn't see it in bright daylight. So i dropped it from my Christmas list but am happy to have my mind changed Robert

Congratz! and welcome to Cloud 9 Robert

Lower left hand side on my panel. Can't send a pic as 446PC is away while the G1000 and ADSB upgrades are going in

You are correct. Thanks for setting me straight.

I stand corrected. Thank you.

yes you do, if there is a forecast for ice you can't enter those clouds without FIKI.

Think the FAA is pretty clear on the topic. I f you are sitting your written or oral tomorrow...here is the refresher § 91.527 – Operating in icing conditions. [Doc. No. 18334, 54 FR 34314, Aug. 18, 1989, as amended by Amdt. 91-310, 74 FR 62696, Dec. 1, 2009] (a) No pilot may take off an airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost under the wing in the area of the fuel tanks if authorized by the FAA. (b) No pilot may fly under IFR into known or forecast light or moderate icing conditions, or under VFR into known light or moderate icing conditions, unless— (1) The aircraft has functioning deicing or anti-icing equipment protecting each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system; (2) The airplane has ice protection provisions that meet section 34 of Special Federal Aviation Regulation No. 23; or (3) The airplane meets transport category airplane type certification provisions, including the requirements for certification for flight in icing conditions. (c) Except for an airplane that has ice protection provisions that meet the requirements in section 34 of Special Federal Aviation Regulation No. 23, or those for transport category airplane type certification, no pilot may fly an airplane into known or forecast severe icing conditions. (d) If current weather reports and briefing information relied upon by the pilot in command indicate that the forecast icing conditions that would otherwise prohibit the flight will not be encountered during the flight because of changed weather conditions since the forecast, the restrictions in paragraphs (b) and (c) of this section based on forecast conditions do not apply.

A bit of generic (and therefore potentially useless) advice: check the pins in the connector to the screen unit. At my annual we were troubleshooting the Tach fluctuating and found a bent pin. Just delivered my O3 to the avionics shop for the WAAS/ADSB upgrade and got a long lecture on the thin pins used by Garmin and how all shops hate them and how often they are bent. So maybe the avionics tech wasn't careful enough getting all the pins back in the right recepticles of the connectors? Robert