Ovation and G1000

[gsengle]

What year? I posted a photo of a 2000 ovation 2 earlier in the thread with lowered panel with the horizontal engine guages... This photo is a 96 ovation 1

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[gsengle]

Actually correction, I searched the forums and the lowering didn't happen til 04 when they sold dx/gx versions....

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[Marauder]

And Goldilocks said, this panel is "just right"

 

 

[Andy95W]

And can you possibly pull those socks up higher?  (Snicker) 

Are those compression socks?  Very cool.  My grandma had some of those IIRC.  

[carusoam]

My neck must be 2" longer than average.

My seat is all the way down and I have rudder extensions.  Seeing over the panel is never a challenge.

I am the tallest guy sitting at the negotiating table.

Once you see over the panel... Seeing over the long extended cowl, that is the challenge. Judging the last 10' in altitude during landing takes a well developed strategy.

Best regards,

-a-

[kmyfm20s]

Well, as someone who recently moved into a G1000 pre-WAAS Ovation I can give you my feedback. Of course, if you've got the moolah, buy something 2008 or newer and you'll have WAAS. If not, there is a legitimate question about what the upgrade path will be, but I choose to feel confident that there will be a path that is effective and reasonably priced. In private enterprise, someone always steps in to fill a gap.

That said, what I get by flying around in my current non-WAAS is a really nice system with these benefits:

1) Only one set of databases to buy each year and easy monthly updates.
2) Integrated panel that is easy to navigate (after a learning process).
3) A "low rise" panel that is a good 2" shorter than the DX or steam gauge models, which makes forward visibility far superior in my view (pun intended).
4) If you get Synthetic Vision, you get the way cool "flight path marker" which makes instrument approaches ridiculously simple. Just put the green circle on the end of the runway and fly to minimums keeping it there. As long as you break out correctly, you can't miss.
5) I've been told that the GFC700 A/P is "da bomb" and it may be, but the S-TEC 55X is still plenty good, and does most, if not all, of things a GA pilot will need.

So I would tell you to not be afraid of an earlier non-WAAS G1000 plane if its other characteristics suit you well.  But it is admittedly a risk you have to be willing to take.

It's good to be a "the glass is half full" kinda person. If you fly from big airport to big airport you will not have any problems.  The future is defiantly WAAS approaches and GPS navigation. I wish I could find the publication that had the stats for new LPV approaches to airports that didn't have prior precision approaches but it was around 3000 last year. Land based Nav stations are being decommissioned routinely. Maintenance of the ILS at my home field and as I'm sure with others has left me know choice but to use my preferred LPV approach many times.

[kmyfm20s]

Cover up those legs pleeeazeeee!

He almost did with the knee high white socks and the extra long Dolphin shorts!

[buddy]

I just bought an 2005 Ovation with the G1000 and really like it.  I had a 201 with a 530W before and really thought I'd miss the waas, vertical guidance is great but the minimums on a GPS approach are not much different than waas.  I found the G1000 has it all over the steam gages.  The last word I got from a good source says Mooney is looking at about 19K once they certify the G1000 with 55X for waas in the 2nd quarter of 2016.  Right now I really don't know if the waas is worth it.

[Piloto]

These days LPV WAAS GPS approach capability is a must for IFR flights. The vertical guidance coupled to the A/P provides a relief were you can concentrate on having the right speed, flaps and gear down. Not having LPV capability limits your landing options.

José

[Danb]

Buddy,do you have synthetic vision?

[wishboneash]

I couldn't get into certain coastal airports in California without LPV approaches. For example Half Moon Bay or Watsonville have 300ft minimums for LPV compared to 800ft minimums for the other GPS approaches. The bases could be 400ft - 500ft all day sometimes at these airports. So it would depend on where you fly.

[kortopates]

I really couldn't imagine going back to non-wass GPS. It's not just LPV approaches but also VNAV, +V (advisory GS) and LP capabilities are tremendous benefits. And the former two eliminate the need to use the old Dive and Drive technique instead allowing for the more controlled/stabilized and safer (IMO) constant descent rate method for doing what would otherwise be LNAV only approaches.

Personally, I think the G500 has proven itself to be the better solution. The airframe certification requirements of the G1000 had proven to be its major downfall wrt to keeping up to date.

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[wishboneash]

I had the latest GTN 650 + GDL88 software updates installed today. The addition of the frequency database, faster frequency entry and predictive fixes/navaid entry has made single-pilot IFR quite a bit easier in terms of fumbling on the keypad and time taken away from the primary instruments. Once the FS210 is in, I think I am done