donkaye, MCFI

Did you go to the Map Setup page and make sure the airspaces you want displayed are enabled?

OK check this out in my plane. A friend did the first video. The next 2 were a demonstration of the ESI 500 that I had installed to replace the original ESI 2000 backup display. https://www.youtube.com/watch?v=B5qVK4TLRrg&feature=youtu.be https://www.youtube.com/watch?v=282JSodOg0c

Sorry, Ken, you're right, it was for the GTNs. I've never had a 530 so have never updated one. Personally, I think you are doing the right thing in getting the Avidyne. It's a plug-n-play situation, no downtime, just a learning curve.

A few differences between that comparison and my installation. GTN 750 (much bigger screen) $13.675; no charge for SD cards, no need for full TAWS with the G500 and Synthetic Vision (I do get alerting, just not RA alerting), have Garmin flight charts so no charge for that. I have Jepp on both the iPad and 796 on the yoke. So the cost really is $13,675 + $549 (FS210) = $14,224 or $13,675 + $1,499 (FS)510 = $15,174. This is less than the $16,999 for the 540 in both cases.

Ken, all downloads are via flygarmin.com directly from the Mac to the card. There is NO Windows restriction. If, when you go to flygarmin.com it gives you a Windows only option, that can be changed. I called Garmin on the same issue when I accidentally changed things to Windows. They had me go to a quick link of the flygarmin.com page and change it. When I go there now, I see a quick link to go to Windows. If I was in Windows it probably gives the link to the Mac. Hope this helps. If not call Garmin and they will set you straight. Just get up early, because recently they seem to be understaffed with long wait times.

I feel like I'm a Garmin "Deplorable". So I viewed this video. It is an interesting introduction to the Avidyne 440. It does have a lot of features. It also has a tremendous amount of button pushing--too much for me. Whatever the menu system is I personally don't like it. Some others apparently do, though. As deplorable as I may be, I am really glad to have my all Garmin simplistic panel. Regarding database upgrading, since the System 6.11 update to the GTNs and the institution of the new OnePak, I switched to the Garmin databases with no issues whatsoever. I'm looking forward to the System 6.21 update that has been TSO approved with STC approval expected in the next couple of days. With it you will have 2 choices for simple update; Download all databases to one card and through a Concierge program, after inserting that card into a GTN, it will transfer all the databases to other GTNs and G500; or Wifi all databases to an iPad and then Wifi all databases to a Flightstream 510 multimedia card that takes the place of a GTN card, and then that card will sync all databases to other Garmin GTNs and G500. Garmin continues to push the envelope in its own way.

Beechtalk has emojis to choose from--none here that I have found, although someone figured out how to add one.

I know a lot of people like the Avidyne GPS products. I can't comment on them, since no student I have had has one so I haven't studied them. (That should say something). So my question is, "Why would you want to ask for interface problems by going with multiple competing vendors who have no interest in inter compatibility." Even as Garmin put out the GTX 345, they won't have the software for the interface to the G500 until later this year. Going with Avidyne there will never be an interface should Avidyne do a software update to their products. Also Garmin continually has been upgrading their GTN series. I can't think of any function I would like to do that my GTNs can't do. Just food for thought, Paul.

A joke in reference to the new ACS. No sense of humor on this list...

No problem with the new ACS. Just pull the stall warning and gear circuit breaker (NOT the gear actuator circuit breaker) and you won't activate the stall warning by slow flying just above the stall.

OMG!! Seriously, you're kidding us. Right?

The inspection alone is $3,040 from a Mooney Service Center. In the long run it is best to use a MSC because they really know what to look for. Many years ago I thought I would get off cheaper and used a non MSC. Wasn't much cheaper and I have no confidence that they really did an extensive annual. At least in California figure a minimum out the door average cost at $6,000 each year.

Although ADS-B is supposed to have more weather products soon, some significant ones are missing at present, the most important of which is "freezing levels", with "Echo Tops" not far behind. So I don't think ADS-B is adequate at present except for maybe VFR pilots.

At present XM has more weather information and displays it with more resolution. I use ADS-B for backup, so rarely use it. The Stormscope is a must for me when traveling cross country, since it is real time.

According to Trek Lawler from Garmin on Beechtalk the answer is no.

Sorry, Paul, I should have mentioned you, too.

Chuck McGill. Expensive, but good. Chuck McGill (Master CFI) San Diego. CA 858-451-2742, Master CFI, MAPA PPP Instructor

The switch behaves like a dual push to talk switch. Push it up and it mutes my traffic audio. Push it down and it enables push to command on the GMA 35c. When you release it, it goes back to the center position. It is the switch on the right side of the pilot's yoke in the pictures below. It performed different functions before and after my panel upgrade.

One of the fairest DPEs was Sherry Diamond. I sent almost everyone up to her. Then a couple of years ago they decided they had too many DPEs in the San Jose area and didn't renew her designation. To me it was discrimination, but what do I know about the politics of it all. All I know is I'm glad I haven't been doing any ratings lately.

I recently upgraded from the GMA 35 to the GMA 35c. I also have the KFC 150 AP, although I'm not sure why you think that matters. I have a dual switch on the yoke. UP for traffic mute; down for Push to Command. Currently NONE of the Commands work. The new software update to the 750 is suppose to enable all the PTC Commands to include over 300 Commands. I'm looking forward to it.

Let's put it this way, I have 10½ thousand hours in smaller GA airplane (mostly Mooneys) of which 5,800 is teaching in them, consider myself an expert in landings (even made a landing video to teach them), and I'm not going to practice simulate emergency landings into Palo Alto--way too risky. For example, there is a 5 foot berm leading to the threshold, which is slightly displaced. Misjudge and hit the berm and it's all over. Interestingly Tom Hornak was at Squadron 2 at Reid Hillview for many years. He was instrumental in setting up the airplane keying system there. He was one of the first to get the Master Flight Instructor Designation many years ago--since let it lapse. When I was working on my first one seven designations ago he willingly spent some time with me going over what was required for his portfolio. It made it easier to see what was required. Mine ended up like a dissertation with over 250 pages. Over time both CFIs and DPEs seem to get burned out. When that happens they need to take a break.

Maximum manifold pressure is a function of the temperature, and the density controller controls it. 36"-37" is way too high and is generating more than 100% power. Not good for engine longevity, although your engine is pretty much run out anyway at 1918 hours. I wouldn't trust it in IMC with that time on it. The red line at 38" doesn't mean it should be set to that. From my 24 years experience and 2 engines 35" is where it should be nominally set.

I haven't read this whole thread so I don't know what plane you are taking the test in, but I would terminate any connection with that DPE and report him to the FAA as being dangerous. There is no way I would do a no flap landing in a Mooney at Palo Alto, let alone a no power emergency landing. The risks are too great. The place to do those safely is San Jose, just a short distance away. As far as the airplane is concerned, I also wouldn't use an airplane that has any problems associated with it. Clubs that don't maintain their airplanes also should not be used, and this one seems like one of those. Who was the DPE and what is the name of the Club so I can call the FSDO and report him and not recommend anyone join that club. I don't teach Private so I don't care if the DPE knows who I am or not. The guy is a danger to the public.

Yes, and I bet your landing attitude was level as you touched down. If you're not at about 8° nose up you're not at the landing attitude and you still have too much speed. When you get good, you should be at the landing attitude with just enough energy to be able to "feel" for the ground and "roll" the wheels on rather than "chirp" them on.