donkaye

Notwithstanding the issue I'm having with the data fields when hardwired to the GTN, the Aera 760 is the best aviation handheld Garmin has ever designed in my opinion. I say that having bought every model (with the exception of the 196 black and white model) since they first came out with the GPS 90 in the mid 1990s . I've attach a picture showing how I've set up my data fields. The unit is in simulator mode so the destination fields are populated. An example of the use of my setup of ETE to DEST comes in its use of balanced fuel planning. When ETE to DEST is equal to FLT TIMER I switch tanks. Having those fields on the same line makes this easy.

The fields will populate when using the internal GPS.

Suppose you have a multi-leg flight plan and want DIST NEXT, ETE NEXT and DIST DEST, ETE DEST as some of your data fields on the Map Page. You have hardwired MapMX from the GTN 750Xi to the Aera 760. DIST NEXT and ETE NEXT will populate, but DIST DEST and ETE DEST will not. Those data fields provide very useful information. Using AVIATION IN before the rewire they populated. I got absolutely no help from Garmin and was transferred around to people who said I should talk to the people I had just talked to and had no desire to help with a solution. They couldn't get off the phone fast enough. Before I called Garmin, I posted the question on BT and got a response from someone who had an Aera 660 who said he had the same issue and also got no response from Garmin. So it is a known issue.

What a loss for us all when Trek retired...

Normally I would agree, but today I had the worst experience I have ever had with Garmin Support. Nobody wanted to take responsibility for what I think is a software issue with the Aera 760--and their attitude was terrible on top of it all. It was obvious that this issue will not be addressed or resolved. Very disappointing.

In reviewing the Pilot's Guide to the GDL 5X, it looks like the pins are the same. Reviewing the Pilot's guide for the Aera 760, the interfaces are the same for all GDL 5X units. However, if you want audio from SXM you may need another wire when hard wiring the unit.

Returning from teaching at the MAPA PPP Mountain Flying Class in 1996 with my Mentor Instructor Bob Goldin, the best Instructor I have ever had the privilege of flying with. I try to carry on my teaching with the wisdom he instilled in me.

If you're flying at 9,500 feet, where is the mixture control? That's where it should be when you're landing at 9,500 DA. My educated guess is that you landed with a mixture that was too rich. Starting at high DA also requires a lean mixture. Even with turbocharged engines you need to land with a lean mixture. Starting a turbo at high density altitude requires a lean mixture. Taxiing both turbo and NA engines require a lean mixture on start and taxi. Takeoff at high DA as you know requires leaning on an NA engine. Takeoff with a turbo engine at high DA requires a static takeoff because you need to nurse both the power and mixture in until you have full power. I've taken off with DA at 13,500 at Leadville using that technique. If you have trouble starting at high DA, wait between tries, if you haven't gotten the mixture just right. Remember the air is really less dense and that means lack of cooling for the starter. Imagine burning out a starter at an airport like Leadville. I learned that lesson many, many years ago at Leadville while teaching the Mountain Flying class, when I let the student crank too long.

Thank you, Ivan, it was a pleasure meeting you, too. We all had a great time Saturday night.

Mine was installed as part of a major panel upgrade.

I looked back on my invoice from 2014 and I was charged 40 hours for installation of the 6 cylinder MVP-50. Except for wiring a couple of CHT and EGT probes the 4 cylinder should be close to the same.

While my installation was taking place I read every manual several times. I highlighted items along the way that I thought important. Getting the new avionics was like going from the Dark Ages into the light. Certainly there was a learning curve, but it was a curve I wanted to be on.

Mine took 6 months with one person doing all the work except for installing some antennas. They were installed by a second person. It was supposed to take 10 weeks. On the plus side there were no mistakes. To quote the installer, "In six months you won't remember how long it took, only the benefits of what you have". He was right. I believe my installation at the time was one of the most complex of any on this forum. It was done early on when Garmin didn't have any diagrams of such an interface. The planning took a month. Avionics to be interfaced: G500, Gad 43e, GTN 750, GTN 650, GTS 800, GTX 330ES, GDL69A, GDL 88, GMA 35c, ESI 2000, WX500, MVP 50P, AOA, Shadin Miniflo-L, Flight Stream 210, and yoke interface for the Aera 696. Over time the system morphed to the G500 TXi, GTN 750Xi, GTN 650Xi, GCU 485, GTX 335, G5, GFC 500, LHS, and yoke interface for the Aera 760. I also added Aero LEDs for taxi and landing lights, and the Whelan Strobes and NAV light combination. Later Whelan came out with an LED replacement for the Recognition lights, so those were added. Except for the GFC 500 install which took 3 weeks, the down time for the replacement avionics were in days, not weeks. Although the cost at first glance might seem excessive, I got significant money from the sales of the old avionics and old KFC 150 autopilot, and large rebates from Garmin and EI from purchases made at Oshkosh. Luckily at the time of the original installation I didn't know what I didn't know. In hindsight I'm glad I did what I did, but I wouldn't want to go through it again.

Thanks, I appreciate your comments. Don

It looks dated because it was done over 10 years ago and technology has moves ahead. It took awhile to set up the camera on the ground and an experienced engineer to help with the syncing of the 2 cameras, the editing and compositing. I don't like the way the modern cameras show the prop in the forward view even with filters that I consider poor. It's distracting. One recent purchaser upscaled the video to 4K but could not get the menu to be included. That was more unsatisfactory to me for distribution than the current resolution that includes the menu.

Thanks for the critique. I'm going to change the Website to clearly state that the video quality is not current, and that if video quality is more important than video content, then the video should not be purchased, but if you want to learn how to land your Mooney properly the video could be a very beneficial purchase. Edit: My Website has been updated to reflect video quality.

If you think it wasn't of any benefit in helping to learn to land your Mooney correctly and are only interested in how good the video looks, let me know and I'll give you your money back like I say in each email I send out with each video. In all the years it has been out I've had only one person do that. I did the video with iDVD that doesn't exist any more, so to keep the menu and the video content intact I haven't redone it and I don't intend to. As it is, I'm practically giving it away anyway. Does Bold Method do it with an experienced Mooney Specific Instructor? Since the purpose of the video is to demonstrate technique with the Mooney, the current version accomplishes that purpose, and without prop flicker, as it was done with tape. My main purpose in doing it was to help prevent prop strikes, and I hope it helped to that end, but I'm not going to give it away, old technology or not. If you want demonstrations of landing a Mooney including severe bounced landings and recovery, buy the video. If you want 1080P done in non Mooney "Plop on" type airplanes that require little landing skills, get it from some other source.

No objectivity here. It's the one you own.

I just had all of them replaced during Annual. Does not include 1.00 Hour labor to install. 880057-001 Cowl Flap Lens--$11.26 880058-001 Rudder Trim Lens--76.07 880060-001 Wing Flap/Elevator Trim Lens--65.36 What a difference!

I'm sorry, but I don't remember; too many AirVentures in between.

We've been to AirVenture every year since 1999 except Covid year when they didn't have it and last year. We've flown in with the Caravan a few times and they were all good experiences. Very professionally handled! For ease of entry and exit we fly into Madison and rent a car for the hour and fifteen minute drive to Oshkosh through beautiful farm country. We've rented the same house for all the years we've attended. I think the lead was originally gotten through the Tourist Bureau. If you buy a lifetime EAA Membership you get the perk of using the Oasis, an air-conditioned building on the front line that supplies free drinks, candy, ice cream, tables for sitting, and other goodies to members only. I wish I had known about it 20 years ago. I had purchased the lifetime membership a few years earlier, but only accidentally found out about the Oasis last year. Learn the Tram System, if you want to save yourself miles of walking. Traffic getting in in the morning is terrible, so plan accordingly. Some of the discounts could just about pay for your trip, if you were planning on buying stuff like avionics anyway. I saved thousands on Garmin products when I did my upgrade. They were giving great rebates when buying multiple products at the time. I think I got a 20% discount on my Jeppesen subscriptions last time there. A lot of great dinners or breakfasts from AOPA, SAFE, NAFI, and others. Hangars A, B, C, D are usually packed, and the Flymart has interesting products. Of course there's all the airplane exhibits. Anybody whose anybody in GA displays their products there. Then there are the many, many seminars given by leading experts in the industry. They're all listed in the EAA app that's updated yearly. And don't forget the daily airshows with top performers starting in the early afternoon and the night airshow a couple of nights during the week.. I miss MAPA and Mooney. We always had a great time meeting Mooney people and sitting around and talking. Not to be forgotten is the journey itself. Planning and executing a long cross country trip in our magic Mooney carpet is a good part of the adventure of AirVenture.

I was the one who couldn't get the O2D2 to work with the Bravo. I wish it would have, but I could never get the O2 Sat level above an unacceptable 93% even on the highest setting. I do have a dual O2 setup in my hangar, but I'm considering terminating it. Airgas used to be reasonable; now they are not with fees upon fees upon fees and their delivery cost is now out of sight. With only 2 tanks I send them back half full. Their monthly fees have just about doubled over the past several years. Just buying at Top Gun is now cheaper than maintaining an in hangar setup with Airgas.

The above would work for storing multiple airports with approaches. Once the new airport approach was activated from the catalog, different approaches could be activated from the same airport, but why do that? If you still have the approach from the airport you just used and ATC is vectoring you, you can save the step of going to the Catalog by just tapping the Approach, tapping Select Approach, Selecting another airport, and selecting an approach from the new airport. The original purpose was to load an approach from another airport while still flying the missed and not loose your current navigation. If ATC is vectoring you, you can load another approach from any airport following the guide I mentioned above, because you don't have to fly a particular sequence.

This is one of the many great benefits of the GTNs. Any approach to any airport can be loaded while on the missed approach from your current airport and the current missed will continue and not be deleted. Absolutely no need to delete anything. When you're ready for the next approach you can activate it. I "ping pong" approaches off of 4 different airports in the Monterey Bay area all the time. Without that capability the workload would be significantly increased. With it I can easily do all the required items like setting frequencies and getting weather, and flying the plane (or monitor the AP flying the plane) and the Controller can easily fit me into sequences effortlessly without unnecessary vectoring.

As part of the DVD package I send, I include a very important document that complements the video. I, also, send out an email that discusses how best to use the video. I have sent a number of copies of the video out by WeTransfer and separately send out the documentation along with the supporting email. It adds a separate step with regard to playing it. The .cdr file doesn't just automatically play like inserting it into a CD player. On the Mac it plays with "DVD Player" or on both a Mac or Windows machine it plays with a multimedia player such as "VLC". The video is not long (but each type of approach can be played over and over again), is not a polished production as many videos might be, but is different than any videos I have seen in that it was shot and composited to show in one picture the approach perspective from both the pilot's view and side view from the ground. Since it was made with tape, there is no prop interference and the unintentional but beneficial low alternator noise demonstrates the proper use of power in the approaches, ie, the less power changes the better. One other thing, I unapologetically included an unintended go around to show that, no matter what your experience level, when the unexpected happens, a go around can be started with a quick decision with no anxiety. Bottom line, the video can be sent out as a download.