Rmag

This is very true. When I did my trip with Dad, I had no scheduled return time. This trip was going to take whatever it was. The routes flown and when they were flown were dictated by weather. We had several planned routes to choose from, and the route you fly may be none of them.

Here is the link to my videos We did not bring O2. Did the whole trip below 12,500. Brought luggage, and survival gear, personal ELT just in case we went down in a remote spot. Tried to pick long runways for any high density alt locations. This was our round trip route: KMQS KJST KFWA KDVN KPRO KONL KSUO KRAP GCC 6S0 KLVM KBZN KHLN 46.52114N/112.802W KMSO 47.23685N/114.73863W S34 KTHM 47.9934N/115.7668W 41MT 48.17542N/116.30298W KCOE LARDY YKM KAST WHYTE 4S6 TITON KYKM KHRI KBKE KBOI KTWF BYI MLD U10 42.13083N/111.57327W 1U7 GEGME MBW KCYS KCOU ELDON VLA MEEKR AIRBO KRZT GRV ROBRT SUDOY KWWD DQO KMQS

This reminded me of a joke I heard a few years ago... What does Golf and sky diving have in common? In golf, you hear, “Whack, dammit!” In sky diving you hear, “Dammit, whack!”

We installed A FS 210 with a G1000H before and could not get it to work. So our experience is limited to that one install that did not work. The G1000 NXi specifically touts wireless data transfer (databases and flight plans) as one of the improvements over the G1000, which logically implies the G1000 didn’t have it. With Garmin giving a half answer, your just gambling to buy it and have it installed...

Pretty sure the G1000 did not support flight plan transfer with the Flight Streams. Think that first came with the G1000 NXi’s.

I own a paint shop. We use https://www.schemedesigners.com

Yeah that file wasn’t available to me at the time. With that link, all you would need to do is the rudder work and altimeter work and you have the gross weight increase for free assuming you fall into that serial number range.

I did the Gross Weight Increase in 2017. I did not need a new altimeter because I had a Garmin G500; we just had the new POH Supplement Speeds programmed in. The rudder did need additional counterweights installed to comply with the new balance specifications. The original kit price included the new altimeter is the $3K cost. But if all you need is the paperwork like I did, Henry Weber MSC sold it for less than $500 (I don’t want to give the exact price in case their price has changed in the past 3.5 years.) All I needed was the POH supplement specifically for my s/n range, as well as the retrofit drawing. My airplane s/n 34-3002 was a 1987 model year which is probably one of the earliest applicable with the SL91-1-2 kit starting at S/N 34-3000. Notable changes: Max Gross Weight increased from 2740 to 2900 Vso (dirty) 55 kt @ 2740 / 58 kt @ 2,900 lbs Vs1 (clean) 63 kt @ 2740 / 65 kt @ 2,900 lbs (clean) VA 119 kt @ 2900, 116 kt @ 2740 Best Glide 94 kt @ 2900, 91 kt @ 2740 X wind flaps 15° > 12 kt @ 2740 above 2,740 lbs 15° < 10 kt > 0° + 10 kt for x wind landings

It hasn’t sold yet so I will also entertain reasonable offers.

Used L-3 ESI 500 with Synthetic Vision & MAG 500 Magnetometer. Backup PFD with airspeed, attitude, altitude, slip/skid, vertical speed, as well as optional synthetic vision, terrain and obstacles unlock. MAG 500 magnetometer for independent heading source. GPS and VOR/LOC sources can be fed to this unit for horizontal and vertical guidance. This unit was removed to install a different backup solution. New price with all the options above is $8,400. I am selling this unit with the above options for $4,800. Brochure Link Airplane Approved Model List Link Helicopter Approved Model List Link

I may still have my original senders that I replaced with CiES. I’ll check Monday...

The 3 nm is just a target Approx 900- ft at a 3° slope. It doesn’t matter where you intercept as long as you are at or below. In fact you can see the ball on the VDI even if you are not on runway heading because it is a calculation. For example be on a 45° intercept angle to the visual approach a couple miles away and activate the visual approach. You can see the VDI and see the glide path start moving down VDI even if you aren’t lined up on runway heading yet.

Ok I was confused why you said my post was wrong until I went and re-read it! I wrote, “If you are at or above the GP it will not capture it.” If you are “at” the glide slope it will certainly capture, so I was wrong there and honestly have no clue why I wrote that. I was intending to relay to be below not above. We agree if you are above, it won’t capture.

So how do you intercept the glide slope if you are above it and on runway heading? Every time I’ve done this the glide slope marker is indeed depicted on the VDI if that is what you are referring to, but it’s all the way at the bottom. In this case, the plane will never start down because the glide slope is missed. Unless your saying your just a little bit over it and it captures because your close, I’ve seen that work... but that’s gonna be hit or miss depending on your timing.

We have Ceramic Pro products. Which is an installer only product. I have not personally applied it, we have an employee who has detailed airplanes for decades trained to do it. I am not a chemist so I can’t opine on how it’s different chemically than “sealant”. Technically is a ceramic coating is a “synthetic sealant”. I googled searched and found, “Paint sealant is a polymer-based product which has both organic as well as inorganic ingredients. Depending on the environment where the car is parked, paint sealant may last for four to six months. Ceramic coating has better durability when compared to paint sealant. It can last 3-4 years depending on how you maintain the vehicle.” On the Ceramic Pro website they have the below graphic on their marine products page. Not sure how much is marketing vs reality, but it’s there and I copied it, lol. I have no experience with anything but the Ceramic Pro products. I have it on a new Jeep Wrangler I bought last year, I have the marine coating on a 21’ boat, but I do not have it on my airplane. I am a big fan of it on my Jeep and boat. Makes washing your car much easier, bugs don’t stick will to the grill etc. The boat is in a salt water environment and in a boat slip which is essentially the worst environment you can have this in. I don’t have to wax it every month or so any more. I just hose it down and chamois it down. I will say that my Dad paid a car dealership to put a ceramic coating on a new vehicle and within less than a year you couldn’t tell. I think he got ripped off or whatever the dealer used sucked. The Ceramic Pro stuff works and lasts years. He wound up paying to have it redone with Ceramic Pro. I do know significant part of the labor cost is not the application, but rather the preparation. Whatever you put the coating over will be sealed in. So if you have dirt or a blemish, it’s gonna be sealed in. So even my new Jeep direct from the factory and delivered to me, was washed and clay-barred and detailed before it was applied. It was amazing how dirty a rag can be clay barring a clean brand spanking new paint job that has been completely washed already. Now with all that said... why not the Mooney? One big downside of the coating is that you cannot touch up paint without sanding the coating off. Paint will peel right off the coating. I think the Mooney is more subject to little nicks here and there around cowlings and covers, baggage door, fueling cap area, etc. So I never did it. We have however put it on helicopters more frequently it especially helps wiping soot off the tail boom and hell’s always fly lower smashing bugs. TBMs also get a lot of soot on the fuselage so it’s great there too. I guess I got a bit wordy here, I’m generally a big fan of the stuff, but the big downside is you can not use touch up paint without sanding it off.

We weigh aircraft all the time. My personal Mooney I did a new interior, re-painted it, and a whole new avionics suite. After doing all that kind of stuff you really want to re-weigh the plane. I picked up 17 lbs UL. We level the plane and we use digital jack scales that are calibrated annually. The scales are wirelessly connected connected to a computer. It’s very accurate. I used the empty of fuel weighing method & added back unusable fuel.

Just a few more things to consider when you are trying to fly a GPS glide path... 1. Make sure your KFC 150 is in APR mode. 2. Make sure you are below the glide path when your approach starts so that you intercept the GP. If you are at or above the GP it will not capture it. To the OP, your KI 256’s flight director should capture and fly vertical component. I agree, something is not right with your system.

No.

I confirmed it...

For what it’s worth, I have a G500 TXi with GAD43E and the KFC 150. It’s been rock solid, no wing sock like Don dealt with. It’s not better than a GFC 500 on features, but I can’t bring myself to pulling the trigger when my KFC is working so well. Rest assured as soon as I ever have a major repair on the KFC and once the GI 275 is certified to drive it, I’m going GFC 500.

Garmin GI 275's, Garmin GTN, you will want a Garmin GFC 500. We've done several GFC 500 intstalls and it is a rock solid autopilot and plays nice with the other Garmin stuff in your panel. Cheapest thing is to hand fly until the 275 is certified. Do you have space in your panel for a G5? See if your shop will do a GFC 500 install for you and agree to buy the G5 back from you when the 275 gets certified? I had the same thing happen, my KFC 150 computer crapped out this year, but it was $2,690 repair from autopilot central, so I had it fixed. If I ever have major autopilot problem in the future, I'm going GFC 500.

The GI 275 does provide Baro corrected altitude sensor data to the GTN and will do VNAV. I am pretty sure in the Utilities/"DALT / TAS / Winds page if you click "Use Sensor Data" it will provide the TAS and Wind direction and components. My brother said he was flying it and when he went to that page it was all there and he "didn't have to do anything". I will have to confirm myself... I wouldn't be shocked if Garmin added this functionality to the GI 275s in a future firmware update. Seems logical.

So you have a GI 275 as a standby instrument configuration?

I believe you are correct. I have not flown with it in MFD config, but with ADI & HSI, there is no wind vector or TAS.

I have to admit, the first time I took the C150 up, my approach was way too far out and low because I was so used to flying the Mooney. Took a few times around the patch to get it back...