donkaye, MCFI

What price do you put on YOUR life? How good is your mental picture of your situational awareness with no moving map? When I got my instrument rating with a pair of VORs and an ADF, the mental picture was pretty sparse. As an example, you may remember when ATC screwed up and vectored an American Flyers airplane into a mountain in LA nearly 30 years ago (they forgot about the plane). With the minimal equipment the 172 had at the time, even though as an instrument pilot your'e supposed to always maintain situational awareness, a couple of VOR needles really wasn't much of a help. Today, something like that should never happen. With a moving map with terrain enabled, the pilot could have alerted ATC that they were headed into a mountain. There's never too much avionics in the cockpit. Every piece helps in establishing your situational awareness. If you have multiple backups to multiple items all the better. And flip flop radios are better and reduce pilot workload. Yes, the KX 170B was a good radio--30 years ago. Today there is much better. Remember, the more you can get done in a given amount of time when IMC the better. Flip flop radios, especially two of them assist to that end. And, yes, you should practice "dive and drive" LNAV approaches requiring multiple power and altitude changes to assist a student in being able to do more in a given amount of time, but the era of dive and drive approaches in real life is nearly gone with the advent of WAAS receivers. So, in my opinion, a new instrument student should have everything in his/her bag of tricks that they can afford to keep both themselves and their future passengers as safe as possible. That means spending what it takes. In this day and age that means at least 2 electronic attitude indicators, 1 flip flop radio (two are much better, though), and a WAAS GPS with VOR/ILS Nav capability. Also, an iPad for both backup and easy briefing and filing.

After almost 28½ years of ownership and nearly 4,000 hours in my Bravo I concur.

Rolls Royce: G500 TXi, GTN 750Xi, GTN650Xi, GMA 35, GI275(Backup AI), GFC 500, GTX 345 Cadillac: G3x, GTN 750Xi, GTN650Xi, GMA 35 GI275(Backup AI), GFC 500, GTX 345 Lincoln: 2 GI275, GTN 750Xi, GTN650Xi, GMA 35, GFC 500, GTX 345 Honda Accord: GI275, GTN 750Xi, GTN650Xi, GMA 35, GTX 345 Ford: GI275, GTN 750Xi, GNC 255, GTX 345 Ford Escort: GI275, GTN 650Xi, GNC 255, GTX 345 Motor Bike: G5, GTN 650Xi, GNC 255, GTX 345 Bicycle: GTN 650Xi, GTX 345 Walk: GTN 650Xi Above assumes going Garmin. I have no experience with anything else, so have no other suggestions. I left out the engine monitor because there are just too many combinations. I would not fly in IMC conditions with you, however, with anything less than 2 Attitude indicators in this day and age---nor should you.

With the 650Xi that his no longer the case. Not with the 750Xi. Just a couple of knob twists to highlight flight plan and you're there.

Let's try again, then. I'll usually ask for the approach I want, and am either told to "Expect it" or given another approach to "Expect". If I don't like what I''m told to "Expect", I push nicely for what I want. Usually I get what I want. Once I know the approach I'll be doing, I'll 'Load" it. I usually ask for the "Full" approach because it shortens the final and has all legs as a part of it. If I'm given vectors, the whole approach is still there and when I see where the final vector will intercept the final approach course, I'll activate that leg. When I'm in the approach waypoints "box" (my term) the approach is active, no "Activate approach" menu item necessary. If I'm in the enroute phase of flight and told to proceed "Direct to" my IAF. I have a choice. The choices are identical, only with different names. I can highlight the IAF and hit the "direct to" button, or I can push "Activate the Approach" icon. Both take me directly to the IAF and, since the waypoint is inside the approach "box" the approach is active. Basically the "Activate approach" icon is a shortcut to the IAF to begin the approach. I usually just go "Direct to" the IAF and skip the "Activate approach" icon, since they both do the same thing.

As Garmin mentioned in the initial release of the Xi, with the extra processor speed new opportunities would open up for more advanced features. This first software update added some new features not available on the legacy GTN. Another one is the addition of the glide range ring with an arrow stream pointing to the best choice of "gliding to" runways. Of course, Garmin Pilot already has that, but not the "arrow stream to the best airport for gliding to.

The new GTN Xi software update makes things even easier. Garmin brought back a shortcut bar like the knob on the GNS that cycled from NAV- Waypoint-Aux-NRST, so from any page you can quickly take a shortcut to another page. So, for example, say you're on the MAP page and want to load an approach. Instead of a number of Taps to get to the Procedures Page, you'd just twist the knob a couple of turns and you're on the Procedures Page. You can set up a number of shortcuts that best suit your flying needs.

When you load the approach you are give the opportunity to choose the Transition. With the GTN it's easy to change on the fly.

As GA plots we almost never get STARS. I can only think of 1 arrival STAR I sometimes get when going into KSMO. Assuming you do get one, though. the STAR is just part of the enroute box and behaves the same. Fly it all and transition to an approach automatically, or proceed to a waypoint or leg on the approach and that actives the approach. Maybe I'm missing something, but I've found the Garmin way pretty logical. If you're still having problems understanding it, get with an instructor who is familiar with the Garmin way and they'll get you sorted out pretty quickly.

With the GTNs all waypoint are included with VTF. Not so with the GNSs.

Wastegate, Controllers, and turbocharger overhaul approximately 5K. Double that for an Acclaim with twin turbos. From my experience these need to be done mid-engine time. For the airplane cost difference and the extra engine maintenance I have heard on the Acclaim, for a little less speed, the Bravos are the bargains out there now in my opinion.

I think the thing to remember in the Garmin Universe is that the enroute flight plan waypoints and the approach waypoints can be considered to be in 2 separate boxes with the approach box AFTER the enroute box. If you are flying waypoints in the enroute box and have a dual waypoint in the approach box, you'll won't transition to the approach box when you cross that waypoint in the enroute box unless it's the last waypoint in that box. You will need to cross all waypoints in the enroute box first, then automatically proceed to the approach box. That is usually undesirable. An approach gets activated by going directly to any waypoint in the approach box. There are 3 ways to activate an approach: 1. Cross all the waypoints in the enroute box and then automatically go to the first waypoint in the approach box (Undesireable usually because you would go to the airport first and then back out to an IAF). 2. Select "Activate the approach" in the menu which sends you directly to the first waypoint in the approach box. 3. Highlight the first waypoint in the approach box, and press the Direct To button. As part of 3, you could also select ANY waypoint in the approach box and the approach is activated. Again activating an approach just means you are operating in the approach box. BTW, Loading an approach just means you are inserting the approach box into the overall flight plan after the enroute box with no activation.

The $65K was for the Reman Engine only. The R&R plus hose replacements, dual alternator overhaul, and other things would bring it all in to about $80,000.

Nice job. Unfortunately, although a smaller area, the same thing couldn't be done reasonably in the San Francisco Bay Area because you are required to full stop and go to Signature at SFO for a price of around $300. No problem with the rest of the airports around the Bay Area. To this day, after all my years of years of flying to airports all over the Country and airports in Canada and Australia, the only Bay Area airport I have never landed at myself is KSFO. There was a slight window of opportunity at the beginning of the Pandemic where a friend of mine was able to land there, but Signature immediately complained and the Tower stopped allowing it.

I guess they are pretty far behind because I ordered mine on November 21st and still don't have it.

I just checked my logbook on a ferry flight I made a couple of years ago in an Acclaim. A little under 4 hours non stop Santa Barbara to Pueblo. I did over 300 knots most of the way due to fantastic tailwinds.. I was headed to Dupage in Chicago and could have made it all the way there non stop from Pueblo if not for the 28 to 52 knot gusting crosswinds at DuPage. So I stopped in Beatrice NE for the night. KPUB to KBIE 2 hours. The next day I made it to DuPage in a little under 2 hours; still cold and windy there. Turns out only 1 jet made it in the previous day. So with good winds you could make it Santa Barbara to Chicago in a little under 8 hours. Sorry, but no way LA to Philly in 8 hours.

I don't know of any Bravos that ever had AC. I think AC was first introduced in the Ovation. Having said that, I couldn't think of a worst waste of money (unless you lived in Arizona and idled on the ground very long in the summertime). You can climb out of the heat in no time. There was an Acclaim that I know of that had AC, Long Range Tanks, and TKS. That was requested by the purchaser of the NEW airplane. I heard the salesman was fired shortly thereafter, when after the plane was ready for delivery, the buyer forfeited his deposit and walked away because he discovered the useful load was 50 pounds at full fuel and TKS fluid. The Bravo is a great airplane. I've probably owned mine longer than most anyone at 28½ years. However, if you think you are going to get an airplane that's 30 years old and not have unexpected maintenance issues (sometimes large), think again. You can go a couple of months without one and then, boom, you get hit with one. And NEVER think to yourself or say out loud, "I haven't had any issues for the past few months". Invariably within a day or two you will. My plane is going in tomorrow on one of those unexpected issues, the right wing fuel senders need replacement. Personally, while I have GAMIs, I don't like running LOP. For unknown reasons most Bravos trying to run LOP don't do well. The plane is a great airplane flying West to East. Get up into the upper teens and with the usual Westerlies you will easily do over 200 knots GS, in fact usually 220-245 knots GS at 17,000 feet. I've made it San Jose to Akron, Ohio in 10½ hours with I think 2 fuel stops, then on to Hartford the next day in a couple of hours. Flying West is usually an exercise in staying low for lower headwinds. But, if you have to go higher for mountains, you can do that even into massive headwinds to avoid lower level turbulence. A couple of years ago I came back from a complete tank reseal job in Willmar, MN in 9½ hours with an overnight in Omaha due to weather, then Pueblo (3 hours) at 6,000 feet into 40 knot headwinds after a cold front, Milford (3 hours) with 60-65 knot headwinds at 16,000, and on to San Jose in 3½ hours at times at 20,000 due to weather over the Sierras. I personally like modest 2½ to 3 hour flights for comfort. That's going to take you over 500 nm. Factory Remans at TBO; $85,000 including labor. The above airplane looks like it fits the bill for you, however, except for the GTN 650, with mostly 25 year old technology. You WILL need one thing that in not in the description. There is no mention of GPSS, which you just have to have, especially with the GTN 650. Installed, it probably $2,500. And don't get me started on the seductiveness of the new technology. My plane has almost every new gadget that Garmin has come out with. The last thing I'll say that some will disagree with, is the need for long range tanks. The closest I ever came to running out of fuel was in a Bravo with longe range tanks over New Mexico at night helping a new purchaser bring the plane back to California. When I asked about the fuel situation where the plane was purchased I was led to believe there was plenty of fuel to make the trip to Deer Valley (you can't tell by looking at fuel levels in the the tank). After the red light came on for the right tank (3 gallons remaining), I declared LOW FUEL, and made it directly with no delays to Williams Gateway. When I topped the tanks there it turns out we had 11 gallons remaining, not enough to have made it to Deer Valley comfortably. Unless you top the tanks, you don't have a good way of knowing the exact situation of how much fuel is in each tank. There is a guide in the POH AFMS, but the fuel gauges cannot be calibrated to the full amount. So, there is a quick synopsis of the M20M Bravo.

What audio panel do you have? My 760 pairs with the GDL 52, but the GDL 52 won't pair with the GMA 35c. The 760 can pair with one device and the GDL 52 with 2, but the GMA 35c apparently isn't one of them.

No, all boxes are within 1 foot of each other and BT for ADS-B Traffic and Weather and XM Weather are received on the Aera 760. Only audio is missing.

I posed this on BeechTalk and I thought I'd do the same here. Given: Aera 760, GDL 52, Bose A20, GMA 35c Is it possible to bluetooth the XM Audio from the GDL 52 to either the Bose or the GMA 35c? Hardwire, of course, works to both. Bluetooth not successful to either.

It's sad and depressing as I think of some of the people I have known who didn't respect the weather and it did them in. Two were former Instrument students who got their ratings with me. Both accidents occurred many years after the training. Both were aeronautical decision making judgment errors, and both fell under the categories I discussed with each of these individuals. After flying with someone for 40 hours of more in getting that rating, as an instructor, you have a pretty good idea of a person's personality. So, one of the last things I extensively go over with a person before sending them to take the test are the 5 hazardous attitudes. I'll tell them I'm not judging them (and I'm not), but we go over all of them and I put special emphasis on the ones I think may apply to their personality. Many times people will agree, and sometimes they don't. The first one has been written about extensively. It was the Cirrus that took off from Reno one dark and later stormy night on a flight back to Oakland. The plane was not turbocharged, but did have inadvertent TKS. The plane picked up ice and went down by Donner Lake. The pilot pulled the chute way beyond the airspeed permitted for pulling the chute. His last words, casually said, were, "I'm picking up ice and I'm going down." His main issue was Resignation, so when he let things get bad, he let it happen to him. The second one was equally troubling and occurred a number of years after the training. This one involved a well known attorney who was doing a night flight to his second home at Pine Mountain Lake. He wasn't instrument current, but that wouldn't have made a difference to the outcome because the field was way below minimums, like it was totally fogged in. He tried to get in VFR--unsuccessfully. He was the nicest person you could ever meet. You would never know about his anti-authority, invulnerability attitude. We had discussed it. It cost him and his soon to be wife their lives. Then there was the accident that occurred over the Tehachapis in a thunderstorm that took the wings off of a Rocket a few days after I had met and talked with the pilot at a high altitude seminar in Sacramento organized by my good friend Dr. Bob Achtel. (I remember that seminar particularly well because that was and to this date the lowest IFR landing I have made. Adam Fineberg was in the right seat going to the seminar with me. At 200 feet we saw the red approach lights that allowed us to go down to 100 feet where I saw the runway threshold and landed. You couldn't see the top of the Control Tower). Anyway, I digress. He was a software engineer who just had to get to LA. I remember the day. The weather was just terrible. He left a wife and 2 month old baby. And then there was the accident of the Acclaim Ultra near Deer Valley 1½ years ago. Several days earlier Mark had flown me over to Minden to pick up my plane after the GFC 500 installation. OK, that's enough.

For those of us who have pre-ordered, when can we expect that our units will be sent out?

Hi Victor. Happy New Year! While the 605 has the wheel to modify pitch, V/S and IAS, there seems to be no control for Heading and Altitude Preselect. The 507 Mode Controller on the GFC 500 has all the functions in one place. To me that makes the GFC 600 very inconvenient to use. Since I haven't flown the GFC 600 maybe there's a better explanation.

I'd normally be at the front of the line for the latest new upgrade to my airplane. In this case no way. From what I've heard the installation cost differential would be $10,000 in parts alone plus greater installation costs. I've had the GFC 500 for over a 1½ year now and it works perfectly. To date it has never failed due to GPS aiding necessity. Even if it did, an ILS could be hand flown. The GFC 600 has no mode controller that I can tell, so heading and altitude need to be controlled from some display somewhere. Given an already total Garmin Cockpit, the need for the GFC 600 is 0%. For those who don't have all Garmin the extra cost could possibly be justified, since there would be no need to buy other additional hardware. I think that Garmin will be hard pressed to find 40 or 50 airplanes whose owners would be willing to go that route--but I could be wrong. If someone asked me, I'd certainly say it wasn't necessary with the availability of the GFC 500.