FlyingScot

I wouldn’t doubt even greater savings. I use the O2D2 and have been amazed at the relative Ox savings over free flow systems. I started using std free flow (built in ox system) and fly regularly in mid to high teens, cannula as well as masks. I was amazed at how often I was having to refill my tank - then I switched to the O2D2 and was amazed at how often I didn’t have to refill it. Just know the masks/cannulas are not interchangeable between the two types of systems as @gsxrpilot already said.

I use this - hard to miss - cell phone # is on back of flags with instructions. But make sure to remove in preflight!

Waiting with bated breath! Tired of melting the wingtip light window; these would make the recog lights really useful/usable!

I recently had a stuck oil ring on #5 - at 1400 hrs on my 550. Blow by and burn at 1Q / 1.5 hrs. I echo @carusoam - if you got 2000 you did well.

Great help - thank you. When I get an answer, I will post - I appreciate the detailed info very much - Bob

Thanks!

Thank you - when the 275 install was done the calibration you recommend was done - and the AP has been working great since then. The altitude hold issue has recently emerged. Does this point to the pitch bridle cable tension or the pitch servo start up voltage - and if so is this common that they should change? thank you for the assist - Bob

Hi all - happy Oshkosh week to all. I sure wish I could be there . I have a KFC 225 AP driven by a Garmin 275. I kept my encoding altimeter, though, when I had the panel updated, and I believe the auto pilot is still getting its altitude information there. Recently, I noticed the AP is having a bit of trouble holding altitude in turns. Captures fine, and in straight and level or climbs/descents, it works great. Rock stable. However when I command it to turn, either in NAV mode or HDG mode, it starts to oscillate slowly around the hold altitude. Typically loses a bit of altitude then over shoots in the climb, then descends more vigorously. Never uncontrolled, but unnerving. Anyone have a similar experience, or a suggestion? Could just be the pitch trim servo misbehaving? Thanks in advance! – Bob

I’ll add my voice to this PIREP — Lynn and crew rigged my O2 today and did a fantastic job — flies like a new plane (maybe better). It always had a tendency to roll to the left, now it’s hands off straight and level. Given how far it was out of true I am hoping to get a few more knots in cruise. I also got to see a set of the magic rigging boards I’ve heard so much about - I appreciated their care and attention to detail - All this a great group of people as well. @AGL Aviation Thank you!

Skirting Ice and strong winds from NC to MI - beautiful flying today - not so much tomorrow. Toledo and Lake Erie: Very unusual to see Michigan Stadium relatively empty on a game day in the fall - still merited a TFR, though...

Eastward bound from NM - not quite @Yooper Rocketman speeds over ground - but I’ll take it!

Trip from NC to KSAF with stops at KBYH and KOUN - both great stops - KBYH is an old SAC base with an updated FBO, great folks, great snacks, and great fuel prices. Cruise Aviation at KOUN was also great - highly recommend them for stops in the Oklahoma City Area. Over TN near Nashville - KBYH's huge tarmac (a B52 wing used to fly out of there) is now being used to recycle a big chunk of Delta's MD-80 Fleet - Over West Texas And into NM, with negative gravity... a 6000' pristine asphalt PRIVATE strip on top of mesa outside of Las Vegas, NV. Researched it - turns out it is a famous Vault... https://projectcamelotportal.com/2019/09/02/scientology-bunkered-vaults-of-hubbard-government-secrets/ Only problem was a controller that tried to get me to lose 6,000' in 10 miles to make the field. "I can go down or slow down..."

Halloween flight from MI to the NC Mountains - beautiful weather and light winds 12.8 gph LOP and 175 true at 10k. Wonderful. Southern MI E of KTYS, TN River west of Calderwood Dam making the turn towards Fontana Lake and 1A5

@Fly_M20R - Chris, an excellent description - Further investigation - this is absolutely correct - and it is now gone from my 750. I kept it on the 650, b/c it actually is needed to switch the mode of the GI-106B. This, it turns out, is a bit different for me. This is how I would like it to work, but in the case of the KFC225, when the mode change is asserted by the GTN750 via the GI275 (it does this via an analog line) the KFC automatically goes not to APR, but to ROL/PIT. This behavior is particular to the KFC225 and KAP140. The Garmin solution to the ambiguity (and potential danger, if it goes unnoticed) this creates is to force the pilot to switch modes manually - but only for the KFC225 and the KAP150. If you set this to AUTO - then the GTN will switch the mode automatically "in the box" somewhere, but there is no audible or other indication that the autopilot is no longer tracking the final course or GS (or Altitude for that matter). I flew two full (RNAV and ILS, both with course reversal, etc) approaches today in VFR conditions to test everything out. It's fantastic - I hope you are enjoying it as much as I am. I am assembling a wish-list for Garmin, though, and at the top of it is the ability to change ADI presentations (from basic to 3 in 1, to 4 in 1) from the user setup and not system config mode. I would love to display more data on the ADI than the one box permitted in 4 in 1 mode. More to come - I look forward to your videos - Best - Bob

I now have about 15 hrs on the panel, and a bunch of approaches, three in actual. I really like this setup. Flies beautifully, with no issues. Integration across all elements is impressive. What I have learned so far: - Incredible flexibility. Configuration options are dazzling, and it took a while to get into a rhythm of how to set everything up enroute and in transition to the approach segment. I do like the SynVis, by the way, but I do a lot of flying on the mountains. In the plains it would not be worth it. - The terrain DB takes a bit of time to verify, so I now turn on the Master (which powers-up the ADI and MFD) and wait until the terrain DB verification finishes before turning on the Avionics Master. This avoids a terrain config error. - All of the comm and configuration issues with the KFC 225 are resolved, and the GPSS tracks much more accurately than with the KI256/KI525A combo. Plus I like the ability to dial in headings/CDIs digitally. --> INTERESTING FINDING... The 275 HSI and MFD CDI sources can be switched to any NAV or GPS in the GTN 750/650 stack (i.e. GPS1/LOC1/GPS2/LOC2), all sources appear to be active at all times, and the KFC225 nav source is determined by what source is selected/displayed on the HSI, NOT the CDI setting on the 750 or 650. For example, if I am on the final approach segment of a RNAV GPS LPV approach that has an overlapping ILS and if I also tune the 750 to the appropriate localizer frequency, the 750 outputs both the GPS track and GS and LOC/GS signals at all times (I know this b/c I can display, GPS1 on the HSI and LOC1 simultaneously on the MFD). Same for GPS enroute and offtrack VOR sensing. It appears that the CDI on the 750 can be left on GPS, and for an ILS approach switching over to the ILS is done simply by switching the displayed source on the HSI before the FAF (before selecting APR on the 225); it does not appear to need to be necessary to switch the 750 CDI to VLOC from GPS. So it isn't clear what purpose the CDI button on the 750 serves, since changing it has no effect on the state of the HSI or by extension the guidance being sent to the KFC225. There is the matter of manually switching the 750 output into APR mode for GPS approaches, but that seems to work as before. I spoke with Garmin tech support on this, and they said this seemed right, but they also said the CDI state on the 750 should be changed as appropriate anyway without being able to offer a reason why. Perhaps a future software upgrade will address this in some way. More to come, and I will be happy to answer any questions from anyone contemplating this upgrade. Cheers - Bob P.S.> @Fly_M20R I know I could have eliminated the steam gauges but I did not deliberately b/c I have been in a dramatic unusual attitude in IMC (AP failure put the plane rapidly into a climbing steep turn) and I find it is much easier to confirm what is happening in that kind of situation from moving and pointing needles than from reading and interpreting a tape. Plus the KFC225 still takes its altitude data from the KEA130A (the GI275 KFC225 support does not include altitude), so that had to stay in any event. The instrument I am going to replace next is the GI-106B which is wired to the 650. I am eventually going to swap it out for the EIS and eliminate the Moritz cluster. I thought having a alternate VOR head would be useful, but with the flexibility of the MFD, it isn't at all. In fact, the 650 senses the 275s, and disables the bearing select on the 106B, deferring to the bearing select in the MFD or HSI when LOC2 is selected.

I do - you are correct about it being more directed towards part 135, but I do like the enhanced feature set and also use PDC.

Yes to both - I have this combination and it works very well. You have to have the OAT sensor as well, of course.

Well it’s in - all bugs fixed. First impressions - I like it - a lot. Amazing level of integration. With everything talking to everything else, the set up options are pretty mesmerizing. KFC 225 integration is very good — approach capture and track precision seem better. Test flights this weekend, some more comments to come. Lots of subtleties in configuration and in upgrading databases. + No Vac!

Throwed rolls... that is a new one...must check it out!

We need to get you out more! For a North Carolinian, BBQ is religion, so if you want to talk ribs...I can give you some recommendations - and many are within shouting distance of runway. Written while smiling - Bob P.S.> I have been to Center in Memphis, and they are good, but you want ribs that are a religious experience with no sauce needed try Gary's Lee's Meat Market in Brunswick, GA. 13 miles from KBQK. KSSI also nearby has Southern Soul BBQ (OK) and Beachcombers (Better) so you can make it a trifecta. Maybe we should start a topic on great places to eat near airports. I know there are sites for this, but most seem to have lots of words, but not much really useful information.

SITREP: Install is functionally complete - one remaining config issue which is turning out to be a bit of a bear. Recap - Replacing my KI256/KI525A combo with GI275's (a GI275 ADAHRS+AP and a GI275 Base HSI) plus a third GI275 + ADAHRS an additional functional display, as well as a failover from the primary AI GI275. Interfaced with the existing KFC225 and an upgraded stack including 750&650 Nav's. Removed the entire Vacuum system (yay!). Panel is beautiful, and the avionics shop has done their usual great work. It's actually turned out to be a pretty cool setup. Everything now talks to everything - with one exception. The one issue remaining is the HDG and NAV signals from the GI275 to the KFC The lines are live in the diagnostic mode, but inactive in normal mode. Apparently a software config issue, and Garmin is working on it. Will post the resolution when it is found, b/c this is not an unusual configuration. Interesting problem; the avionics shop is a bit frustrated - hopefully to be resolved in the next day or so. Cheers - Bob [P.S.> One fine-print surprise to be aware of: the 275MFD will not display weather from the GD69A - ONLY the GD69A SXM. They are plug compatible, so a upgrade ($$) will fix that problem - but weather displays just fine on the 750 in any event This is not clear from the sales literature, but is in the fine print of the install manual.]

3-blade + 310 HP STC = New airplane on takeoff.

I repeat! O’s don’t have no stinking cowl flaps! [Seriously, a flap is movable by definition, so a stationary flap is an oxymoron ;-) A stationary cowl flap is a cowl(ing)]

O's don't have them. Or should I say....Cowl Flaps? They don't need no stinkin' cowl flaps!

I always thought the worse part of 33A was the broken asphalt not the length! is it better now?