aviatoreb

Thats what I wanted.

I want it - like a CFI sitting in the seat next to you - but automatic - if you try to get too slow, or too steep, and exceed AOA on that base to final turn....hello ESP

I think it would be 25k for a kit and 10k for install. Or thereabouts. So my approach for those two emergencies is - night - don't do it. IMC - stick to no worse than mvfr below so at least there is a hope to pop out and have a little time to find a spot. But that said - once you are in the clouds - you are never sure if what is below you is really mvfr.

Yes - I realize that - reread what I said please: I said that I want the GFC500 autopilot more than I want a BRS - specifically for the spin in the pattern scenario. THE ESP is meant to prevent stall spins (hopefully). I bet the spin in the pattern scenario is greater probability than all those other factors put together. I also said flying at night - I don't do it - but I would if I had a BRS - but that since I don't - that I am probably safer on that count without a BRS than if I had a BRS at night. mid-air- very rare - and furthermore I wanted to say the even rarer in this unicorn scenario might be the mid air where everything is still working (pilot and airplane) enough that the BrS can be pulled and it will actually work. All that said, yeah I would take one if it were reasonable to add.

Two things - you do the tank check at run up? I am of the school to not switch tanks right before take off. So I do my check of drawing from each tank while still warming up, shortly before I taxi. Does that do anything? Now I am doubting as running on one tank for 15 seconds might not be doing much other than running on the fuel already in the lines? The other thing - what is happening when a pilot has the airplane on off while taxing and then tries to take off only to have that late fuel exhaustion failure? Has the engine been running only on the fuel that has been in the lines all that time?

As far as I understand - they both have "envelope protection" where you are prevented from commanding the airplane into a lost of control outside of the envelope configuration while the autopilot is engaged, but not the feature called ESP where it is even passively monitoring you while you are hand flying with the autopilot not engaged. I am not 100% sure but that is what I gather from carefully reading the materials. This ESP seems like a fantastically excellent feature.

Hmmmm...... so I'm looking at this video http://sarasotaavionics.com/garmin-gfc-600 See the second video. Looks really super nice with the dual G5. What will that be? I am reading $8800 for the parts. Really? That's not so bad for two g5 and autopilot. I don't think that includes trim servo or install of course. And some interface boxes.

redact

Its true - and this is partly mooney people justifying why they don't have one to themselves, but also we are folks who may have decided that the brs was not an important enough factor to 100% make the decision to get a cirrus, or 182 with add on. That said - I would carefully consider adding one if it became available for my current mooney. not saying 100% I would add one, but call it 70% depending on the rest of the parameters - weight, where it is installed, how appropriate it really seems generally (eg landing gear? - and can you land with it gear up or is it critical to put the gear down or risk breaking your spine? and of course cost is in there too). But to your list, I do my best to mitigate each and every one of those factors: >1) Engine failure at night Engine failure scares the crap out of me...but at night forget about it. For this reason alone, I do not generally fly at night. last time I flew at night was 2.5 years ago during the required cross country and hours and landings associated with my commercial. The one time before that was about 5 years. I give up the night which is sort of a pain, meaning I need to rush to get home, to get wheels up in time to land before dark - I consider civil twighlight to be safe enough. If I had a parachute I might just start flying at night all the time with some dose of safety, but I bet I am safer at night by not - by only flying during the day. >2) Mid air collision / breakup Knock on wood!!! I was an early adopter of ADSB in, and I am always on flight following. In any case, yes quite a danger but statistically low probability. I am not sure all mid airs are such that a parachute would do anything anyway - the collision would have to be just right. So it is a false sense of safety. >3) Inadvertent spin Absolutely a big deal and clear and present danger. esp the famous base to final turn is responsible for many horrible accidents including even a famous Mooney test pilot - what was his name? The best we can do is concentrate, sterile cockpit at certain times, esp in ifr in certain phases of flight and training. But it is for this failure mode that I am very very keen on the new Garmin gfc500 autopilot which has esp envelope protection that even while hand flying actively tries to nudge you to stay within appropriate angles of attack. I will upgrade to some such technology asap available. I consider such an autopilot solution significantly better than a parachute solution for this specific failure mode. >4) Engine failure in IMC and high terrain See 1). Scary - for this reason a) I almost exclusively only fly in marginal vfr (in imc up high), and also b it was a major piece in my thinking when I decided to buy a turbo - so that I can have the possibility to fly very high over hostile terrain with a hope of gliding someplace reasonable, at least a fighting chance to do so. >5) Engine failure over mountainous / dense forest Again - the turbo to fly high - but we have lots of forest around here, so for flatter terrain, yeah I am often exposed. >6) Loss of control from, say, run away / stuck trim Yup - good list. #5 and #6 - I would likely buy a BRS if available. BTW for hostile terrain, you forgot to mention - sometimes flying over an urban environment, where i would rather be high to treat it like hostile terrain, instead I am vectored very low, for miles, and that always buggers me.

Huh - prices are better than I guessed for the gfc500. ESP after today's Garmins failure to release g3x but 100k of stuff instead. i see the main advantage of gfc500 is the ESP and the straight and level button safety features.

It's not the length of the runway that has everyone worried. It's the possibility of flirting with a gear up.

I don't think our landing gear is good for brs. I doubt it would ever be offered to us. if it were I would strongly consider it.

Good thing he had that brs I guess.

Im genuinly disappointed. I was very much looking forward to the fantastic g3x at a price I would actually pay for it. The appearance of the sky view possibility made me think even more so that garmin would want to make a some money selling me what I would buy.. looks like they had another idea - garmin thinks I'll be spending 100k for their cake. Let them eat cake indeed. Well said.

I read that too.

You need to land crazy fast in that thing - cuz the stall is not so...polite.

Doh! Do they plan on anything for us ... less than 100k? Trutrek is looking pretty good!

Piston or Turbine? I know - its easy to say turbine....but that piston version has a CRAAAAAZY range.

Did they say when all this stuff available? But besides that / when is the autopilot available?

What did they say about autopilots - is this system including autopilots or in addition to autopilots or what? and what did they say when available? Third quarter 2017?

How much for G5+GFC500? Is this stuff certified yet or is this for "3rd quarter of 20xx".

Thanks - it has sucked! :-( Well - anyway I guess my paint job is almost free now! (From savings from zero direct operating costs over many months now). Its gonna be gorgeous - wait till you see the magic paint I picked - its truly like nothing I have ever seen. Top secret.

How much? I'm sort of disappointed - I wanted G3X. Meh - I want even more the digital autopilot with upset recovery and envelope protection. I will probably spend less money with their "poor boy sandwich" G5+GFC500

Oh well - then I'll take the G5 and a G500 - will they allow me that?

Argh - its coming - it was on stop because of the construction argument between the airport, the state, and the construction company, that ended up literally parked and dusty tore up the tarmac etc in front of the paint company's hangar. At least they were good not to paint through that. They wrapped my plane in plastic for months and it was stuck.....half taken apart, stripped, undercoat painted, and then trapped in the world of dust and construction arguments. So the paint is back underway! :-O This month.... Anyway a new special kind of product came out that is being added to the paint - top secret surprise....