rbp

If you look at the graphs I posted above you will see the flight Director pitch commands

so the difference between plural nouns like fish/fishes and people/peoples is quite clear. the singular means a whole bunch of those things ("i saw 5 fish") and the plural refers to a bunch of different kinds of those things ("fishes with dorsal fins")

Its common practice for GPS indications to use magenta and VOR/LOC indications to use green. While flying an ILS partial panel (ha ha) on my G3X/G5/GTN750 setup, with the breaker pulled on the G3X, i was using the G5 for attitude and the 750 for navigation Flying the ILS27 into SWF, I had VLOC (green) selected as the CDI on the 750, but the navigation line and CDI deflection bar show magenta, indicating that it is tracking GPS and not the LOCalizer. I would have expected that the CDI deflection bar would show up as green, as it does on the G3X, so I get localizer precision. Also -- I don't get any GS or GP indication on the 750, so with the G3X out, I can't fly a precision approach? Thoughts?

how did you perform the calibration? can you share the instructions?

the hosts of Opposing Bases recommend using FF always. Not only does ADS-B not show you all the traffic they see, but they also have weather radar. Furthermore, if you're cruising along VFR not talking to them, they will see you on the scope and be vectoring other traffic around you. If you're flying near a arrival "gate" or an approach IAF, or on the arrival or departure path of a Charlie or Delta, you're impeding other traffic. The reason you don't see this traffic on your ADS-B display is because they have predicted the conflict a dozen miles away, and have already given the other planes they ARE talking to vectors around you. Talk to ATC. https://www.opposingbases.com/tag/flightfollowing/

if I am seeing +10 degree pitch attitudes in vertical modes, then they are not limited enough! I will also add that the YD was extremely effective in the bumps on weds and thurs flights. I noticed that when I disconnected the YD, there was a lot more yawing motion, so i test flew with it on and with it off, and there was a noticeable difference. back seat pax will probably notice it even more

It’s in the configuration page I’m not trying to steal the numbers. You can’t merely type them in I’m just curious about the comparison

Yep! Pm me

greyed out on my MFD rn. not sure if that's related to the low power setting i have TIT on the EIS strip, and lean to 1550 on that

maybe if we placed a group order for 5 kits at the same time, he would be motivated?

did you do the calibration yourself? can you share the calibration data?

These graphs are from my G3X logs 00:43 - 00:47, that show a climb from 2800ft to 7500 ft using the autopilot in IAS mode at 120. The first graph is FD pitch commands versus ALT. As you can see, the altitude gain is quite smooth, but the pitch commands vary wildly, including some 10+ degree up pitch commands and one of 15, which were quite concerning during the flight. the second graphs is IAS versus pitch. You can see how bumpy it is in level flight from 00:47 onward As I mentioned previously, it was a very bumpy day of moderate turbulence and windshear, so one might expect IAS to fluctuate. You can see IAS versus VSI in the second file.

Very bumpy! A lot of moderate and some severe, which would leave me 40 feet off altitude and 10° off course. Saw +/ -10 wind shear on final on nearly every approach winde at 9500 feet were 50 kts According to my new air data computer

Spent the last two days doing familiarization training with the new panel. Lots of approaches, VOR and GPS navigation, All the auto pilot lateral and vertical modes. The winds in a 200 mile radius of New York City for teens to 20s gusting 20s to 30s. When I got back, my home airport KLDJ RW27 was 310@25G32, With low level windshear. Fun times.

I’ve been testing my new gfc500 over the last two days. The northeast has been tremendously bumpy below 10,000 feet. When using indicated airspeed mode or vertical speed mode today it would pitch up And overshoot, then lower the pitch and under shoot, Back-and-forth a few times. I chalked this up to windshear, of which there was plenty. My plan was to test everything again in smooth air when this front moves through. But generally I was disappointed in the performance versus the KFC 225

this is interesting because when i flew the PC-12, the the yaw damper went on at 200’ and never got turned off. I wonder why that system is different? maybe its rudder trim is integrated with YD?

Yes sorry. I’ll fix

The remote audio goes behind the screen and above the electronics of the 750 the remote txp goes in the tail of you can’t fit the 750, def get 2 x 650 instead of 650/355. The integration is that much better

I have spacial separation in the 345, and I can isolate comma to just the pilot and still be able to communicate with the passengers. The user interface on the GTN 750 for the remote 345 is excellent number 3 missing

I picked the remote 345 because it doesn’t take any panel space. No regrets

Can confirm. Made the 1450’ turnoff at MMU, solo with 1/2 fuel.

Oh and add the 345R remote transponder and the remote GMA audio panel. They are v easily controlled from the 750

Having just gone through this, I would recommend the GTN750XI instead of the 7” G3x and the GNC355. Similar size screen to the 7”, and integrates with the 650 (which the 355 does not). Then add a G5 for redundancy.

If it’s in the right side they won’t configure it for revision

A good CEO knows that people need to vent. It shouldn’t make him no longer want to engage.