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Potentially buying 2007 Acclaim with a legacy G1000 and it has NO ADSB or WAAS. 1. Which quickest remote garmin system would you add to be ADSB compliant ? 2. GIA63W still the only way to WAAS?

I wouldn't say that G1000 use is widespread. Maybe in the big puppy mills buying new aircraft. My local FBO has installed 2x G-5s in all their training fleet with a GNS-430. So pretty uniform. Except for the one set up with a G3X, G-5, GTN-650 and GFC-500 for complex training.

When I was doing my primary training 30-some years ago, living in NYC, I found it to be just the opposite and very frustrating. Yes, the flight school had a half dozen trainers I could use (piper), but they were fully booked. I wound up buying half of anarcher and then all of a Cherokee 140 to finish private and instrument. The widespread use of G1000 in training fleets today significantly improves avionics uniformity, which was definitely an issue 20-30 years ago. -dan

Also looking at this with great interest. It really helps flesh out GP, which already is cross-platform on the mobile side. @Garmin Aviation Team do you intend to stay engaged on forums like this? I will say that Foreflight has pretty extensive tutorial info and support. I would think Garmin could compete well with this given your level of support for GPS products. On weakness of the Garmin web site for me is accessing support resources. They are there, but the website is somewhat inscrutable and it bounces you between what looks like an account mgmt site, the pilot download site, and a consumer-facing site pitching running accessories as you navigate it. Anyhow, that can be fixed. The product you outline looks great. Looking forward to seeing more. For marketing: consider adding Garmin Pilot to your big GPS subscriptions (e.g. >$1000K for a G1000, why not just add the base subscription instead of just an "upgrade"?). It would add a lot of organic usage and build the base. I was already on Foreflight so I never made the leap, but I would trial GP more if I just "had it".

I have a story about not using a checklist properly. This was about 20 years ago in my Lancair 360 (that I built). The air induction system was up to the builder, and I constructed a pilot-controlled ram air and filtered air setup. My checklist called for taxiing with filtered air and switching to ram air at the end of the runway. For some reason, on one flight I skipped that step and took off on filtered air into rain at 40 F in Philadelphia. The cloud deck was several thousand feet thick with tops at about 8,000 feet. As I was seeing the sun peaking through the last of the layer, I noticed my fuel flow dropping (I should have also noticed my manifold pressure dropping but that's not what I remember). The engine started popping (since it was being motored) and power was about gone. I declared an emergency, got it turned around and back to the field. As I descended through around 4,000 feet the power came roaring back. It turned out to be a frozen air filter that blocked flow, and I had no automatic alternate air (as we do in the Mooneys). All I had to do was switch to ram air... I've done plenty of other dumb things: forgot to latch the baggage door (having it pop open in flight), take off with mixture not full in, not had barf bags on board, forgot to put the engine data card back into the MFD, etc. All of these are now checklist items. I've never landed gear up and never had a prop strike. Some of that is learning from people on this site. I never leave a tow bar or sidewinder attached to the plane when not in use. GUMP(F) is a religion (F for flaps). The checklist is a complex subject. Perhaps a few other useful thoughts: It's a living document for at least the first 2 years: I started with the Mooney POH and created a MS Word checklist in trifold format. I tuned it for goofs and circumstances so that now there's very little that can happen that isn't covered. My checklist covers from days before the flight (e.g. call ahead to FBO and check passenger airsickness risk) thru shutdown. I have telephone numbers for popular FBOs, and short procedures for steps I have trouble remembering (e.g. VNAV, Icing considerations, temperature lapse rates, etc.) At this point (about 2-years into Ovation ownership) the checklist comprises 2 pages (front and back) in landscape trifold format, plus one piece of a 3rd sheet. I periodically try to whittle it down by removing unused steps and combining some. Every "aw shucks" becomes a checklist review to see if a change is needed. I've had instructors advise following a FLOW model. I've not found that to be intuitive for me. Instead, I try a pneumonic (like GUMP) or add it to the checklist (such as various types of instrument approaches along with speeds). For takeoff, I listed the important before-take off items, and gave the first letter of each to my daughter with the challenge of coming up with a pneumonic. She did: FLAPPERMAT: Flaps, Landing lights, Pilot's window, Propeller, Elevator trim, Rudder trim, Mixture, Traffic Alert breaker pushed in. The key takeoff killers are there on the G1000 engine page: both trims. Then the 3 engine controls full forward. Some things really need to be memory items because there's not time to consult a checklist. Missed approach and Clean, Climb, Cram is a case in point (plus hit the go-around button). Sure, I've climbed up to altitude for another approach, wondering why my trim and airspeed feel funny, only to see that I forgot to raise gear and flaps, or I didn't notice the speed brakes were deployed due to a view-limiting device. A checklist review at level off will catch these things. Best, Ed

Maybe, but not likely. In addition to the annunciator panel red fuel low warning, there is an indication on the G1000 MFD, and, most importantly, there is a blinking red master warning right above the master switches and just left of the PFD. It is deliberately annoying and hard to miss. Regarding the evident steep dive on final: There was a mishap in an acclaim during which the pilot reported uncommanded pitch trim activation. Final Report here, but the investigators were unable to duplicate later. If the NTSB does investigate, and I hope they do, it is beneficial that the plane's wreckage didn't burn, and maybe there is something left to point to a probable cause. If, for example, they find the carcass of a turkey vulture inside the cabin or the pilot's seat locks disengaged, maybe there can be some closure here. -dan

Eventually, Garmin will end support for the G1000. My understanding is that the G1000 is part of the type certification for later Mooneys. Any idea what will happen when these systems reach end of life?

I've got the Ovation 3 with 2,700 rpm STC. I fly using the APC suggestions (the GAMI guys) of everything forward, climb with WOT all the way to cruise level (and then it's usually still WOT), progressively leaning to keep the EGTs in the G1000 white bar range of 1,450 F. Achieving cruise level, I pull back the rpm as described below and do the "big mixture pull" to set mixture. My engine climbs with cool cylinders and never threatens the 380 F line. I make a point to cruise climb at 120 KIAS (or faster in winter) to keep good cooling airflow. I normally cruise high enough (7000 feet and above) that I use RPM as a power lever (the throttle is at WOT). At these altitudes, all we have left is RPM and mixture (when flying LOP). With my particular prop dynamic balance, I find that 2400 is a bit smoother than 2300, so I don't cruise below 2400. The higher my cruising level, the higher I'll set rpm. I use 2400 up to maybe 12k feet, 2500 rpm up to 16k, and 2600 for the rare times I try for higher. At the high altitudes, I'll go to the effort to fly closer to peak rather than 50 LOP. I'll also lean to best power when climbing at very high altitudes to eek out as much climb rate up there as possible. I can keep 500 fpm going all the way up to around 19k feet by pulling back on airspeed from 120 KIAS to 105 KIAS (best rate). I find I can get 170 TAS at any altitude over 8,000 feet with reasonable power settings, (FF between 12 and 13.5 depending on altitude) and at mid-high teens I get that 170 knots at the higher rpm but FF is down to 11 gph plus or minus. I'm finding I really like to cruise my Ovation between 10k and 16k in terms of performance (and how long it takes me to get to altitude). Weather is another matter of course, but as long as the plane is ice-free, we have a lot of altitude flexibility (for a non-turbo airplane). Best, Ed

Normalize means you can level all the EGT and CHT readings, makes it easier to spot an outlier. Your readings will never be the same across cylinders. Altimeter on the right is probably a secondary indicator, common for those with graphic displays like G1000, etc. Nowadays the G5 or something similar is used as a backup indicator.

Hey there @hazek! I'm right about there with you in the process of getting confidence with my Bravo (but I am IR-rated already). Let me just note down some of the very important lessons of these first 50 hours with my plane, and let's compare notes :-) As you noted, landing a Bravo requires speed and energy management; the beast is very efficient, so I needed to plan ahead and slow down early. That will be important for you also while flying an IFR approach, you'll see. If you are on speed on final, landings are almost always great. If you are 5 knots faster you need to hold it and have runway for it. More than 5 knots call for a go around unless you are landing at the Space Shuttle facility. Weird landing picture: flare 3 apparent degrees more and one full second later than my PA-28 picture got me to the right point with my landings. Staring down the runway from the line up position to fix in mind what "flat" looks like helped me dramatically. More right rudder :-) I know it's a worn-out joke but in most situations I had to retrain to use the rudder much more than I did previously. I religiously set full right rudder trim for T/O and landing and it helps. Speaking of trimming: she wants a lot of trimming, in particular while landing. (good) cross wind landings: still working on them, and even on here there's less useful material on those than on everything else; hints from experienced pilots would be appreciated Engine management: honestly I found it reasonably easy, the G1000 maybe helps in that with all the parameters available at a glance... I think the key is not overthinking about it, honestly There's a lot of things to look at in cruise, develop a flow and prioritize those that can really harm you Checklists: the ones in the POH are really long and some points are debatable, for that reading through this forum has been incredibly helpful Late go arounds - balked landings must be trained, the sequence of things is important, and I fumbled a bit before getting the hang of it Sometimes there will be a sh*tty landing, that's okay as long as you either go around or recover by keeping the flare and adding power if needed, and NOT by pushing the nose down on instinct

Field approvals happen all the time. Our local FSDO has been encouraging them, and I've heard that from reps from other FSDOs as well. The older G1000s are not well supported as evidenced by the difficulty of adding WAAS. I fly fairly regularly behind various G1000 systems including old stuff and newer NXi stuff, and compared to the newer stuff like the G3X I find the user interface of the G1000 extremely clunky. Some who use both find the GFC500 to be a much better autopilot than the GFC700. I totally understand somebody wanting to upgrade from an older G1000 to a newer system, whatever it might be.

In years past there were a lot of field approvals. But that would be one brave FSDO employee to be the first one to do that in today's FAA. Even if it is legal I don't see anyone putting their career on the line with that signature. I also don't see what there would be to gain as the aircraft owner. It is always the people that are shopping or don't have G1000s that discuss this and are concerned about it. Would the installed GFC700 be part of the G1000 removal? I love the integration of the G1000 and have to admit that until I flew with it I wasn't a fan. Since I've flown with it I wouldn't think about taking it out.

The G1000 is on the Type Certificate for all G1000 Mooneys, so wouldn't you need a Supplemental Type Certificate?

The AML includes M20L, M20M, M20R and M20S. The note says "Excluding aircraft equipped with G1000". If you uninstall the G1000, I think it would not be unreasonable to say the AML includes those aircraft. If somebody thinks additional approval is required, the STC data for those aircraft would likely get you close enough that a DER (or not) for a field approval would not be missing much, so I would not expect the expense of developing the data for the aircraft to be excessive. I've recently seen seeing FSDOs (including our local one) encouraging field approvals, so it might be worth trying. I don't see a regulatory barrier here.

OK, but what would stop Garmin from expanding the AML to allow it to replace a G1000 system? For many G1000 aircraft, I see that they do not want to compete with the Manufacturer, but in the case of orphan aircraft, where there is no path to upgrade, it would make sense for them to sell modern avionics for those aircraft.

Another benefit is that all of our airplanes will get sold someday. G1000 airplanes without WAAS linger on the market for many months and many times the seller ends up having to discount more than the WAAS upgrade price since the perception of the buyer is, "What else have they cut corners on?". Also if there are no WAAS units available down the road the discount might be a fire sale price. My thinking would be: "If you're going to end up "paying" for the upgrade when you sell it, in the form of a discount, why not upgrade it now and get some benefit out of the upgrade while you own it? Then when it does go on the market someday down the road it should sell a lot sooner."

Well, it is now done in the US as well. we got the flight stream working on my acclaim. Brian Kendrick has the only install in the US under his belt. I can’t wait to have this feature enabled in my g1000. It was the only thing I really missed from the NXI. This is great news!

Simple, the STC is not approved for G1000 equipped aircraft. https://static.garmin.com/pumac/sa01899wi_aml_03.pdf Sent from my iPhone using Tapatalk

Why can't you rip out the G1000 and install G3X/G5-TXi, GTNs, GTX, GFC-500, etc under THOSE STCs?

Here's a weird one for the sleuths out there: The Setup: 2007 Ovation3 with G1000 panel. So hitting the Master switch turns on everything. Time was 9:15 am ET. The Issue: When I hit the Master button this morning, the radios came on and after a couple of seconds I started hearing what sounded all the world like an ELT alarm. No other alarms in the panel or in the Alert box...just an ELT alarm coming from somewhere. So I turned off the Master, waited a few seconds, then turned it on again. Same thing. I (after searching for it a little bit!) activated my own ELT briefly and it did sound off, but turning that off didn't alleviate the original alarm. So I shut down again, spent a few minutes looking for anything relevant in the manual (nothing found), and then gave it the old third college try. This time the alarm did sound briefly but stopped after just a few more seconds. So I had a normal flight, fueled up at the farm, and still no problem on restart to taxi back to the hangar. The Mystery: I was not tuned to Guard (121.5) on either radio, and I can't be sure where the alarm was coming from. Was it from my own panel, or coming in somehow over the radio? At that point in startup I wasn't wearing my headset but the radio outputs over the speaker so that wouldn't matter. I didn't think to adjust the radio volume to see if that changed anything. A buddy was doing runup at about this time and he did say he heard some ELT alarms briefly but he could have been hearing my short little tests. I'm not aware of any other audible alarm in a G1000 that would sound like this, and at any rate, it would certainly be paired with a text Alert in the Alert box. So I'm open to theories, hypotheses or downright speculation! Has anyone ever had something like this happen before?

I’ve had that happen to me a few times when turning on my master and I have a G1000 but it stopped within a few seconds. Since it only happened a few times in the past 10 yrs I never looked into it.

Perhaps, but it's not available as an upgrade for a legacy Mooney G1000. If it was available, what you would gain would be a somewhat better resolution screen, a faster processor and the ability to transfer flight plans via Connext. Recently some owners and techs have made it possible to use a Garmin Flightstream 210 with the legacy G1000 to transfer flight plans via Connext. This upgrade is less than 10% of what it would cost to upgrade to an NXi if it was available.

Search for whatever you're looking for. Here's are 133 pages searching for "G1000": https://mooneyspace.com/search/?q=G1000&quick=1 Here are the results for "G1000 NXi": https://mooneyspace.com/search/?q="G1000 Nxi"&quick=1&updated_after=any&sortby=relevancy

Is the G1000 discussion in the Avionics section? Sent from my iPhone using Tapatalk

Only the GIA63W with an -01 or a -20 suffix are compatible with the system in the Mooney. There has been much discussion on here about the G1000 NXi. Mooney has to initiate it and pay for it. Figures have been thrown around as far as what Mooney would have to invest. I've heard $200,000 plus whatever outstanding money that Mooney already owes Garmin.