Marc_B

I guess the solution is to use the VNAV vertical flight path as synonymous to a lateral course...meaning use VS as an "intercept" to get back to the decent profile. @donkaye if you have the VDI showing and you're on the vertical descent and press VNAV (or have VNAV armed) does it immediately re-capture and show VNAV mode in green? (taken of course that other parameters are met i.e. constraints, bug, etc) That's the one thing with VNAV that I find makes it the most difficult. VNAV will only capture the decent profile if it's out ahead of you, it won't "turn to intercept" (i.e. descend to intercept) unless you actively command it. So if you blow through the VNAV profile and forget to arm VNAV or forget to change your altitude bug, it is more of a hurdle than just hit the VNAV button and it will gently accommodate.

The issue I usually run into is that VNAV to me seems to be a "one shot thing." Meaning, if you set up all your constraints, capture TOD, descend and everything works well it's great. Not sure your experience, Don, but I have a hard time recapturing unless it's a brief level off for traffic separation and a quick back down to VNAV slope. But usually it's a bigger change, like a vector (using HDG so VNAV out) or a longer change in altitude clearance, etc.; so trying to re-set & reengage VNAV, make sure TOD is there and captures, etc seems to have more quirks. So usually set up VNAV and then with changes move to VS and ALTS from there. I have a much easier time with VNAV flying VFR when I'm controlling the narrative... (because I'm a lowly GA pilot not typically flying a full arrival) Can't remember where i found this but I like it: VNAV flow = Vertical constraints set, Nav set to GPS, Altitude bug at lowest cleared, VNAV mode engaged. (is this yours @midlifeflyer??)

The other thing worth noting is that I've found that the Garmin Aviation Trainer is not a completely accurate reflection of the behavior of a coupled GFC500 autopilot with several scenarios such as this and with VNAV. What happens IRL is not what is seen with the trainer. Hence, why I find it interesting to go fly these different ways of doing things to see what it does.

Just to be clear...If I'm going missed, I'm a "click, cram, climb, clean, communicate" pilot. And this wasn't an attempt to change that. Not saying TOGA is unsafe, or shouldn't be used. (wind drift was mentioned as a pro/con not a safety concern as Mark pointed out above). Just finding new ways to do something and trying to figure out "what does that do?" My whole intent with this thread was not to convince someone to alter IFR flow. But Garmin has multiple ways to do the same thing and they don't always all do the same thing. Here are the two other ways to "Activate Missed Approach" that I've found. You can go to procedures page and click "Activate Missed Approach." ...and this is what every GTN pilot sees filling the screen on landing when they cross the MAP and it asks if you want to activate missed. The interesting thing is how the splash screen at the MAP actually states "Activate GPS Missed Approach" and the other methods don't. I thought that Garmin always uses GPS for the missed approaches and I'm not aware of any other type. My point was, this is similar to activating an approach (i.e. you can: load and activate, direct to a fix on the approach, activate vectors, have it sequence automatically with flight plan, etc.). Each method does something specific and while they are all similar, they are NOT all the same. This is accentuated if you have a coupled GFC where the effect on the autopilot is completely different. Really the main reason for my original post was to note that these are NOT the same with the GFC500. I agree with you all that there is one main way that we ALL have in common that makes the most sense. But I was just curious what these other methods do and if it's different from each other or an apples to apples button push (it's definitely not apples to apples!). I always love the discussion and feedback from @midlifeflyer, @PT20J, and @donkaye. Your discussions and nuance are always great food for thought and great learning!

Missed approach point begins the missed approach (in the GTN), regardless of if you sequence with 1) toga button, 2) activate missed approach from approach button screen, or 3) selecting activate missed approach from the splash screen. (edit: for clarity see Don Kaye's post below from pilot guide...activating missed follows the final approach course to the MAP) Definitely not suggesting sequencing something that does not include flying over the MAP first; definitely a dangerous no no. However if you hit TOGA you might actually drift laterally and you aren't actually following anything other than wings level until the pilot reconfigures or turns off AP and hand flies. By activating approach, the GTN flys the proper approach and missed approach lateral course but will not sequence down the GP vertically. i.e. I flew RNAV17 into KGXY from the southeast at 7600ft, flew the HILPT, and "Activate Missed Approach" was greyed out until after the crossing BLEEU (second time) past the procedure turn inbound. I was using VNAV so it started a descent to 6600 down to GOHLD. As soon as I crossed BLEEU I pressed the Activate Missed Approach. The AP maintained GPS course, but VNAV then reverted to pitch (in a descent to the bugged 6600 ft). It continued the sequence through GOHLD, BAYYR, to RW17 MAP; since i was at my bugged 6600 ft (above 5400 missed instruction), at the MAP it began left turn direct CEDUK for hold. (If I was at, for example 5000 feet then it would have kept me straight until climbing to 5400ft then climbing left turn to CEDUK.) So pressing "Activate Missed Approach" right past BLEEU, the lateral course finished the approach to the MAP, and because I was already on GPS (since it's an RNAV approach) the lateral mode on GFC500 didn't revert, but stayed coupled to GPS. The vertical mode reverted to PITCH (I was descending; PITCH green, VNAV flashed yellow and GP white) and since I had FAF altitude 6600 bugged it captured altitude at 6600 feet and leveled off. "GP" was still armed vertically (white), but since missed approach was active it did not capture.

If the TOGA button ONLY results in ROLL - PITCH with AP, then why would you not want this to sequenced to squelch the splash screen of "remain suspended" or "activate missed approach" at the MAP? I guess the other effect of linking is that it will change CDI to magenta (if your approach was LOC) as the missed approach is flown with GPS. But again, you're still flying in Roll pitch with wings level in a climb configuring for your missed. If you're going to be vectored in heading mode, no harm no foul; you'll have to set that up with heading bug and hit HDG. If you're going to get sequenced to an alternate missed approach hold then that wouldn't be in your GTN anyways; probably given Vectors then direct to a fix and hold. And if you're going to fly the published missed you are already one step ahead. Not sure I understand the rationale of not wanting that to sequence the missed (in the GTN) if you hit TOGA...since it doesn't change the AP, it only avoids the splash screen. But my original post was pointing out that the logic behind TOGA and the logic behind the GTN Activate the Missed Approach are different in terms of the effects on the GFC500. I think we are all on the same page with the process of TOGA, and my standard flow is pretty much same as @donkaye's above.

Mine must be interfaced as it does sequence the missed approach in the GTN.

Yup. But the action is different than the TOGA button. And the reaction from the GFC500 is different from the TOGA button. That's my point. TOGA and "Activate Missed Approach" in the GTN do similar things to the GTN, but much different things to the GFC500. I understand that ATC gives alternate missed approach instructions quite frequently. But when you push the TOGA button it activates the missed approach in the GTN and sequences the standard missed approach as well. With both methods you have to program into your flight director what you want the AP to fly if given alternate instructions or "fly heading ... and climb to ..." Activate Missed on GTN = GPS + current PITCH on GFC500 TOGA = Roll + 7 deg pitch up. Certainly makes sense. But in both circumstances the GTN's idea of what you're doing in a missed approach is flying the published standard missed approach and that's what it loads and programs. A loosely similar example would be a departure procedure where the GTN and AP are coupled with a set plan and ATC gives you a short cut "direct to" a fix further along the way. In that situation, in order to deviate from what is planned, the pilot has to change the GTN (press direct to) and AP adjusts automatically with the rest of the procedure. The GFC500 doesn't then say "oh crap he's not on the plan so when he hits direct to another fix let's revert to roll pitch cause I'm not sure what he's doing!" joking of course. Activate Missed Approach assumes that you're flying the published missed it just doesn't know the altitude you want. TOGA assumes nothing but you wanna get up and out (but still sequences the missed if you're on an approach). My guess is that in order to make the TOGA work for go arounds as well as missed approaches, then you'd have to be careful with either commanding a heading (as you don't know where your heading bug may be) and careful with GPS (as you don't know where your magenta line may be). So for a Go Around button it makes 100% sense for climb up and wings level.

@ArtVandelay That’s a MUCH better background than my ugly hangar door!!

Figured I’d post a pic. When I try to shoot one at night it either tries to use flash or does a long exposure. So this was the best I could get with my phone for now. But Air Capitol Dial did a great job and nice to have lighted indications for once! And it even dims with panel light dimmer knob.

Not specific to your xpndr, but I have a GTX330ES and I had two towers tell me they had issues with picking up my ads-b. The two things I could find was that my flight ID wasn’t set and my transponder was set to automatically go from ground to altitude reporting once airborne. I had my shop turn on flight ID (made sure my tail was listed) and I have it in continuous ALT. Now not a problem. Next time they mention an issue ask specifically what they aren’t picking up…ground signal, flight ID/tail number, no signal, what phase of flight…

Experimenting with different ways to go missed today...(edit) and I found a few different ways to sequence the missed, but found out that they DO NOT DO THE SAME THING to the GFC500, although act similarly for the GTN. For reference, GFC500 with GTN750Xi. 1) TOGA Button: most who have GFC500 are familiar with this. It sequences the missed approach in the GTN, but it reverts the autopilot to roll/pitch mode which for me is wings level, 7 deg pitch up. Then you have to finish your flow then reactivate the NAV mode for the GPS and if a stiff crosswind this may have pushed you off path a bit. But close to the ground winds level and pitch up probably makes sense. 2) GTN "Activate Missed Approach": if you select your approach from the GTN Flight Plan page, you can then select "Activate Missed Approach". This also correctly sequences the missed approach, but is only "active" as a button once you're on the final approach course (i.e. it's greyed out when you are on a HILPT or a feeder route). This maintains your GPS / NAV tracking mode on the GFC500, but reverts the vertical mode to pitch. Surprisingly, I was navigating down towards FAF on VNAV with GP armed and the GFC500 kept the same pitch down and kept the GP armed. Out of curiousity, I let it continue down to see if it would then capture GP, but once you have activated the "missed approach" in the GTN the GP will not capture. However, it will keep pitch mode until it hits your altitude bug. I'll have to try with an ILS to see what happens. When I did this with the GTN trainer the GPS and AP automatically switched back from Green to Magenta needles and NAV, but I want to confirm that actually is what happens. My suspicion is that when you "activate missed approach" from GTN while on an ILS that it 1) automatically changes CDI to magenta to sequence the missed, but 2) then reverts GFC500 to roll and pitch given the LOC to GPS switch. I think this makes the most sense if you had to go missed early due to change in runway, winds, downgraded approach, or diversion while on the final approach course. At least it maintains the GPS track and doesn't revert to Roll in an RNAV approach. Past the FAF, it's too many button presses and screens to think its a good idea...in that case the TOGA makes way more sense.

That's what I do, and every time it gives me less incentive to do anything under there! That's the part I could see an AC shining, but also the part that most owners would probably spend the least amount of time with.

When I purchased my aircraft I considered adding lanyards, but opted for the side of simplicity. Losing a cap results in less financial damage than having a cap bang around on the top skin loose in the air. YMMV https://mooneyspace.com/topic/47288-fuel-cap-strapshould-it-be-there/

This is where I was always under the impression that the AC shined...when I've tried to clean, wax or work under the wings or tail a regular creeper is way too low, and a stool has you craned over and tweaking your back. For those who don't use Aerocreeper for under the wings, what do you use?

If you double click the picture after you click “insert” it gives you ability to change size. And make sure you check the box for maintain aspect ratio so just changing the height will also change the width respectively. of course this is just for a thread picture post.

Yup! I’ve purchased baffle seals from Guy before and already sent him an email.

I think Mike Busch was recommending the Vividia Ablescope when I got mine. Easy to use. Good resolution and great pics. I was able to get better pictures than they gave me on my PPI. I got the bundle with a WiFi box that powers the scope and links to my phone. Super easy to use.

This was the closest post I found regarding the overhead ducting diameter/length. But if I was going for finished ends, makes sense to measure my own to make sure length/diameter is correct. I didn't look close enough when I had the headliner down to confirm duct diameter...the link below made it seem like 1.25"/1.5" but as below I think mine are all the same diameter. Couldn't find anything about Lara Aero Duct, but it looks like paper wrapped with a plastic coil...not so much of holes but rather seams coming unglued. @LANCECASPER Any preference/difference between Aeroduct vs Venair vs GeeBee vs other?

Does anyone know what PSI comes out at the Scott connector? I don't think I've ever seen a chart or documentation for this...but here is what Mountain High says you need as min and max...

@dkkim73 FWIW, I have a 97 Encore M20K that has a pressure regulator/shutoff valve that "automatically reduces cylinder pressure to the delivery pressure required for operating altitude." I'm not entirely sure if that's altitude compensation or not, although I always heard that it was. However in theory, if a regulator was altitude compensating then it should deliver MORE pressure at a higher altitude and less pressure at a lower altitude. That being said, I have the O2D2 and notice that if I set it on D10 my oxygen saturation measured with a finger pulse ox is good (my "target" is >94%) for up to around 16K. It seems like a few times around 17/18K I've been 92% with boom cannula and so I've put it on the F1 (lowest face mask setting) and that increases the pulse/duration and bumps me around 96-98%. Using a Mountain High face mask even on F1 (w/ medium mask) I'm 98% at FL250. Below 16K I've never had an issue. As a side note, I've found that MH cannulas DO result in difference in oxygen saturations (boom < traditional). Supposedly the flared cannula is used if you can't get the unit to sense your inhale, not necessarily for better seal/flow so I've not tried that one. The boom cannula is the easiest to use, but the most finicky to keep perfectly positioned, which results in sometimes needing an increased flow; but I'd rather use the boom and bump to F1 when I get higher than all the other tubing. (that's just me) When I'm flying with someone I always monitor it a little more frequently as I'm likely chatting more and the cannulas don't work as well with breathing through your mouth! I keep one boom and one regular cannula in a bag/seat pocket behind my seat so I have both if needed (which gives me easy access for regular cannula for pax if needed). As there are so many individual confounders (health, respiratory drive, caffeine intake, hydration level, etc.) that affect oxygen saturation, I'd say the best bet is go on trial runs with at least 1 or 2 pulse oximeters and see where you fall. EDIT: if you use the O2D2, you have to use their inline reducer or you'll damage the unit if your pressure is too high (see below)

After recent install of EL panel and MaxPulse in the headliner, I found that the rear left pax overhead vent wasn't blowing air like the rest. Looking back I think that the duct probably pulled off, but judging from the ducting it's certainly possible that its overdue for replacement. In pic you can see duct detached; but shop said it was reconnected. In the event of a hole in the side of the duct vs disconnect, the smart thing in my mind is just plan to replace if I'm going through the hassle of pulling down headliner again. Interestingly it doesn't look like typical SCAT or SCEET ducts in that there is a coil on the OUTSIDE of a duct that is paper thin and appears to have a middle seam. Does anyone know what this material is and what the length/diameter of the 4 pieces needed? IPC lists short hose and long hose (see below), but I suspect that you could just buy a piece of SCAT/SCEET and cut to size. Not sure how much moisture would come thought this duct but given it's ambient air perhaps SCEET is better to protect coil from moisture? Should have measured it before but wasn't thinking...it looked pretty ratty but figured it was just air duct as "as long as it works don't worry about it." ha

@MdeJung you might also call Air Capitol Dial. They just repaired mine and were a little cheaper than Nimbus, but Nimbus may have a faster turn around. It was $473 + shipping, with 20 days door to door (they quoted a 12-15 business day turnaround, pretty accurate). Nimbus quoted me $675 with a 7 day turn around.

Why does this make me think of this scene from Die Hard 2..."they've rest ground level minus 200 feet!"???

If it's gonna be dormant for a month or two, what about just removing the battery and keeping it at home on a Battery Minder? Or at the airport with a hangar neighbor?