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donkaye last won the day on April 18

donkaye had the most liked content!

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About donkaye

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    Won't Leave!
  • Birthday December 29

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    Santa Clara, California
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    Flying, Flight Instruction, Running, Clarinet
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  1. How often do you really think this would be a problem? How about rarely, if ever. I've had my GFC 500 for over a year now and never once had an issue with an ILS. This is like always flying a high final requiring a high descent rate because you're afraid of losing your engine, then more often screwing up the flare because of the unstable approach. It defies common sense. You missed out on a free install and a great autopilot. Did I know of the issue when I had mine installed? Yes, and I couldn't wait to have it installed. I haven't been sorry in the least.
  2. Scan is so much easier than with the legacy instruments. It's all done in a single glance. Steep turns, sometimes difficult for some, can be flown to the foot with the flight path marker. Regarding first and second derivative of the position angle, the G500 TXi has a somewhat analog version with a needle that makes climbs and descents to a given altitude absolutely as simple as a standard VSI, which is key to smooth roundouts to an altitude. No other needles are really necessary to good IFR flying in my opinion. Now working on some Commercial Maneuvers are easier with analog instrumen
  3. No way would I ever trade the G500 TXi for the older G3X. I don't care about the 2 way flight plan feature. I haven't ever needed nor will need a feature like that. Had Garmin thought it valuable, they would have included it in the later designed G500 TXi. It integrates with many more boxes to provide for future unknown additions, has a brighter screen, and its software is constantly being updated to bring new surprise features to it. With a little experience, while analog looking instruments may seem nice, they are totally unnecessary, and the tapes become automatic to read. The G500 TX
  4. This thread was originally talking approaches with vertical navigation. Someone brought up VNAV so I chimed in about that. With a baro-corrected altimeter and one of the GTN series GPSs and PFDs, VNAV is available with or without the GFC 500 and can be flown manually or on an autopilot such as the KFC 150 in V/S mode. With a non Garmin AP it just requires more work to follow the step-downs.
  5. Again, I said a Baro-Corrected Altimeter Source was required for VNAV enroute descents on the GTNs and AP coupled VNAV descents for the GFC 500. This is independent of the AIM. It is dependent on what Garmin says works for their units.
  6. Talking about VNAV not associated with approaches.
  7. In a crosswind the nose wheel will be turned in the direction of rudder pressure. If you set the plane down with the rudder turned, the plane could start going in that direction.
  8. Yes. Don't you notice the tendency to go right as you taxi with the rudder trim set for takeoff? It's also a potential issue when landing from a strong crosswind. Unlike some Cessnas, the rudder and nose wheel are interconnected. Also, why not use full rudder trim on takeoff. That's what it's there for; to correct for slipstream, torque, and p-factor effect.
  9. That's a great price. Alex, I thought you were going to keep the KFC 150. What changed your mind?
  10. Not that know of. Flew 15-17K and it didn't work.
  11. I don't get it. Many people recommend this unit, but I couldn't get my O2 saturation level above 92% with it. Also, very annoying to constantly hear your breathing through the headset. Mountain High couldn't help other than to say that with my altitude compensating regulator it wouldn't work. Sent it back for a refund. Totally useless for me.
  12. I have the GFC 500 in combination with the G500 TXi and G5. For me the reasons I would not use the GI 275 are: 1. I have no round gauges and a don't want any. 2. While the GI 275 is brighter display, I've never had a problem with seeing the G5 in bright sunlight. 3. Don't need the multifunction display capability of the GI 275. 4. G5 is half the cost of the GI 275. 5. 4 hour backup battery. Conditions under which I might consider the GI 275: 1. No large multifunction display like the G500 in the plane. 2. No separate engine monitor.
  13. I could be wrong, but that is not my understanding. In talking to Bose in the past, the battery is bypassed when it is powered by the plane. I have battery powered Bose, which must be powered by the buss because they automatically turn on with the Master. When I'm teaching in a plane without a Lemo plug, I attach the Bose dual G/A Plug adapter that Bose sells for about $60. https://www.bose.com/en_us/products/headphones/headphone_accessories/a20-headset-6-pin-to-dual-plugs-adapter.html
  14. Actually, that is what I have, too. I have the Lemo cord and bought the Lemo to dual plug from Bose when I bought the headset, since I use the headset when teaching and many students don't have the Bose setup in their plane. Since he had the dual already, I thought it would save money going the other way, but since I have-not done it myself that way, was not aware that power might not be included.
  15. If you have the dual-plug now, but want to be able to use the aircraft power instead of the battery with a Bose setup, then it looks like Sporty's has a dual cord to Lemo plug adaptor. https://www.sportys.com/ga-plug-to-lemo-plug-headset-adapter.html?mrkgadid=1000000&mrkgen=27&utm_source=google&utm_medium=cpc&utm_campaign=Shopping_Categories&creative={AdId}&device=c&matchtype=&mrkgcl=596&acctid=700000001999345&dskeywordid=92700057486613367&lid=92700057486613367&ds_s_kwgid=58700005427561239&ds_s_inventory_feed_id=97700000007407630&dsp
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