One if the best videos I have seen, demonstrating how to use the GTN750 and G3X for approaches. It helped me alot. Thank you!,,

I cant express how useful this video has been. I'm just starting to study instrument ground school and have flown safety pilot a couple of times on some flights in my club and have just started piecing everything together on how to fly these approaches and set everything up. This has been more useful than everything I've run into so far!! Thanks so much.

@MidwestPanels

2 ай бұрын

Glad you find it helpful, thanks for watching.

Excellent video Adam. Great detail and depth. Keep them coming.

A viewer noted in a comment a couple of things that we wanted to acknowledge but the comment seemed to have disappeared. The first thing was that the teardrop entry indeed is a 30 degree turn not a 45 and that was a mis-speak on our part, we noted the discrepancy during editing but determined that trying to edit it out was not worth losing the content since the GPS will depict the proper track for the outbound segment of the teardrop. The second thing they stated was that it was necessary to monitor being on VOR course even if using GPS, this is partially true. AIM Section 1-2-3-c Note 5 states "Use of a suitable RNAV system as a means to navigate on the final approach segment of an instrument approach procedure based on a VOR, TACAN or NDB signal, is allowable. The underlying NAVAID must be operational and the NAVAID monitored for final segment course alignment" So with this you would need to be able to monitor the VOR after the FAF, we had the FNT VOR programmed into the units and while not shown, one can change between GPS and VOR CDI on the GTN to accomplish this task. While in hindsight we should have shown this exact step, the purpose of the video was not about generally completing approaches as much as it was how to use the avionics themselves to program and execute the approaches and missed approach procedures.” We want to thank this viewer for the comment, we do not want to spread the wrong information and these comments help show us the areas we could explain better.

Awesome video, Adam. I have a new plane with a G3X and a GTN 650. Your video provided a very relevant, useful demonstration and explanation of approach and go-around procedures, using the TOGA button. Thank you!!

Two points would be worth discussing to avoid checkride issues. 1. When flying the VOR it is acceptable to fly using GPS but, VOR course guidance MUST be monitored. Easily done by programming one of the RMI needles to indicate VOR radial. 2. If flying a +V approach and coupled to the GP, the autopilot WILL NOT level off at a preselected altitude (ie, MDA) Keep up the good work. I recommend your videos to ask my students.

@MidwestPanels

Жыл бұрын

Joe, Good points. We discussed point 1 in another comment. Point 2 we did not mention but is good for people to understand so they don’t get into trouble.

Thank you for the great video. I'll be taking delivery of my forever plane in the next couple of weeks and it has the GTN 750Xi, G3X and GFC 500 autopilot. Your video provided loads of useful info.

Fantastic video. Great setup and flying.

Really well done. I love the feature tips on the panel as well as the methods of applying the approaches...

Great video Adam !!

Thanks Adam! Well done and informative. Highlighted a distinction I've been missing so super helpful. More please 😊

What a beautiful Michigan morning to fly!

Thanks Adam, a really good demo, the best I’ve seen. Hopefully you’ll do some more, and if it is possible to “magnify” the autopilot modes on the PFD as they change it would help to confirm our understanding. More please!

Great video. I’m looking into upgrading my panel very soon!

great video, thank you Adam!

Thanks. Very useful video demonstrating staying ahead of the airplane.

Excellent!

Great video, thank you..

Thanks!

Great video Adam. Your picture is incredibly clear. Can you reveal what camera you used to film the panel.

Pro Tip: Always keep the heading bug centered and ready to go for a potential vector. Then when you get a "Left turn heading xxx" you're ready to hit HDG mode and start turning your heading bug to the left.

@MidwestPanels

Жыл бұрын

Great tip! I usually do this too, but the habit broke when the cameras were on...

@lorendjones

Жыл бұрын

@@MidwestPanels we've all been there! Quick question: I've been flying with a student in a G3X install and it does not make the switch from magenta to green needles when transitioning from a GPS-flown arc to the ILS intercept. We have to manually do the CDI switch. Any tips as to where to look?

Holy crap, that panel is an IFR MACHINE

Good video - thank you. I'm in a club that has two planes with nearly identical setups - and we're about to install it in our third plane too - a Dakota. One thing that I'm a bit surprised about is your assertion that (on MDA approaches) you MUST wait to the actual MAP to hit the TO/GA button. (Granted, you DID say that there's a "little leeway"). But my understanding, and practice, is that you only need to have the MAP in front of you - could be three miles in front of you - and that the GTN will sequence the WPTs properly. In other words, if there were a turn to intercept something as part of the procedure, it would wait until you got to the MAP and THEN make the turn...likewise for an altitude e.g. if you had to reach an altitude before turning. This feature is useful if for example, you've started down from the FAF and suddenly there's a disabled aircraft on the runway and you need to execute a go around.... push the button, push the power, push the nav (on the A/P) and the rest should happen on its own. It won't make any turns until you get to the MAP. At least that's my understanding. Can you point me to any language that refutes my argument and supports yours? Or is this based on your experience? Either way, I will put it to the test tomorrow. Thanks, Roger

@MidwestPanels

6 ай бұрын

Roger, This comment is more from experience than anything else. I've had times where I pressed the button when it was supposed to work by the book's explanation, but didn't until I was near the MAP. YMMV, but I have never had it NOT work the way I do it. Adam

@backcountyrpilot

3 ай бұрын

My RV14 has a 750xi, dual G3X Touch’s, G5 and a 307 AP. After I firewall the throttle, hit TOGA, and begin to reel the flaps in, she climbs like crazy toward the bug setting. If I hit NAV on the AP, she immediately turns toward the hold, so I wait until I’ve cleared the far side of the runway, the I hit NAV.

Could you imagine doing this in the 70s and 80s without all those screens and moving maps

@alphaadhito

Жыл бұрын

The facts that older aircraft usually have reading light to read the map for night flight was mindblowing when the first time I told about it. I thought it was just casual light to read books or looking for something in the dark.

@MidwestPanels

Жыл бұрын

It's amazing what technology has allowed for. We went from having a giant flight bag loaded to the brim with charts and plates to a system that will almost do the whole thing itself.

@johncarr123

Жыл бұрын

@@MidwestPanels The level of safety has gone up by a factor of 100

Great video, One thing I saw was the magenta needles GPS changing to green needles VOR automatically . I have been touching the CDI to change over from green to magenta and vice versa. Can you explain when this happens automatically. Thanks

Great video with lots of valuable information. Well done. Can I ask what co2 detector that is? Thank you.

@MidwestPanels

Жыл бұрын

The CO detector is the Shield EX 5.0 from Aithre Aviation.

Awesome video and very relevant to what I have in my plane. Question about the sequence of things….in all the approaches, you selected “Load and activate approach”. Can you discuss when the “Load Approach” only option would be used, and add to that, what you would need to do and when with activating the approach and arming the GFC500. Thanks in advance!

@MidwestPanels

9 ай бұрын

Load is when you are told which approach to expect and want to be ready but not yet cleared, you would activate when you are cleared for the approach. If on NAV mode on Autopilot when activating you are all set.

@royaggarwal3968

9 ай бұрын

@@MidwestPanels Thank you! At what point do you select “APR” on the autopilot? Is pressing the “APR” button on the autopilot arming the autopilot to fly the approach, but you still MUST activate it on the GTN?

@tomdewitt4148

4 ай бұрын

⁠@@royaggarwal3968Every CFII that I have flown with teaches to wait for the magic words: “CLEARED for the approach” to push the APR button. If you always follow that step you will never have to ask yourself “were we cleared”?

GREAT video - thank you! Well-paced, clear verbiage. Regarding the VOR 18 approach: Where/how are you reading the raw data that you're tracking the FNT 196* radial?

@MidwestPanels

Жыл бұрын

We were tracking the radial via GPS since the GTN is capable of doing so, if we switched to VLOC then the VOR frequency would have become active and then we would have flown course instead, signified by the green CDI Needles.

@EJWash57

Жыл бұрын

@@MidwestPanels Thanks. My old Ops Specs allowed VOR approaches to be flown via GPS tracking, although we had to have a means to monitor raw VOR data in order to use the published VOR approach minimums. I'm impressed with the G3/autopilot/GTN capabilities. 👍🏽

@MidwestPanels

Жыл бұрын

​@@EJWash57 AIM Section 1-2-3-c Note 5 says "Use of a suitable RNAV system as a means to navigate on the final approach segment of an instrument approach procedure based on a VOR, TACAN or NDB signal, is allowable. The underlying NAVAID must be operational and the NAVAID monitored for final segment course alignment" So you are not wrong, after the FAF VOR should be monitored, up to that point the GPS can be wholly used. The gray area is what does monitor mean? Is switching between GPS and VOR suitable? The problem with the Regulations is that they are vague and then they put out an AC to try to clarify which only muddies the waters more, then the AIM will go and muddy it even more.

Excellent Adam. What is the point of Star Wars boxes on? Just looks cool?

@MidwestPanels

9 ай бұрын

Yeah, pretty much. They're supposed to help with situational awareness where on say an LPV or ILS you put the FPV marker in the middle of the boxes and fly through them. In my opinion, though, they're not all that useful.

Awesome video, very well done. I like the format you have - what we will do, then do it, then review what was done.

Really well done video. ... 2 questions if you have the time; when you start an ILS will the GTN go to green needles automatically? (VLOC) or do you have to push CdI go to green needles and then approach button? Second question when you do a go around from an ILS will it go back to magenta or gps on its own? or do you have to go back to gps (magenta) and then NAV? Hope my questions make sense :) once again good video enjoyed it also nice 182T !

@MidwestPanels

Жыл бұрын

So long as you flip-flop the frequency into Active (the GTN pre-loads it into standby), then yes, it will automatically switch to VLOC and back to GPS when you activate the GPS missed.

@slimjim3280

Жыл бұрын

@@MidwestPanels very cool thanks

I have a G3x with a GTN 750Xi. I usually use the external GPS option on the G3x. I do not the audible minimum alerts? Do you think switching to the internal GPS on the G3X would resolve that? Have not tried it yet.

@MidwestPanels

9 ай бұрын

Thanks for watching, no switching to internal GPS will not solve that you either a wiring or configuration issue.

Adam, Another nice job presenting but one bit of misinformation I'd like you to clarify. You state in the briefing for the ILS and the takeaways at the end that TOGA "will not work" if you engage it too early (prior to MAP). This is incorrect. You can engage it at anytime during the approach, prior to, at or after the MAP and it does exactly what it's programmed for (climb, maintain inbound track and execute the missed approach. An example of engaging prior to the MAP. On an LPV, if you go around at the DH you are engaging it prior to the MAP programmed into the GTN (usually the approach end of the runway). The autopilot will continue to track into the MAP and then follow the missed track. The GTN pilot handbook states it this way on page 3-132. Once selected, guidance continues along an extension of the final approach course (i.e., final approach fix to missed approach point). The unit automatically sequences to the first leg of the missed approach. This allows you to execute the missed approach prior to reaching the missed approach point.

@MidwestPanels

Жыл бұрын

In practice, we've found that when hitting TO/GA too early, the GTN will still ask if you'd like to activate the missed or remain suspended after crossing MAP. This can be a symptom of approach type or specific situation, but we've found a 100% success rate hitting GA closer to the MAP. Also, on an LPV, DH is the point in which you must decide to go missed or continue. Since the GTN knows your GPS altitude, it knows if you're at DH yet or not.

What ipad mount are you using in this video?

@MidwestPanels

3 ай бұрын

It’s a Pivot mount.

What iPad mount are you using in this video?

@MidwestPanels

8 ай бұрын

Pivot case and ball mount with a ram ball mounted to the panel itself.

Was that the CO alarm giving you a warning?

@MidwestPanels

Жыл бұрын

It was giving a caution, it showed the CO to be slightly high! Would never have shown a card styled detector but the sensitivity of the electronic version shows all.

what is the normal/caution/warning light/button??

@MidwestPanels

Жыл бұрын

That is the Aithre Shield CO Detector.

I don’t understand for the life of me why the WAAS in the G3x isn’t IFR approved ? So just to take up more panel space and pay more you have to buy a separate GPS !?!?

@MidwestPanels

6 ай бұрын

It would actually add a bit of complexity and size to the unit, plus it wouldn't be good to have a single unit for display and IFR in case of failure. However another big reason we can think of would be the increased cost of the unit, someone who is only equipping VFR would now be buying a certified IFR unit for their airplane when they have no need for it not to mention, If someone wants 2 displays it would cost a lot more to do so. They would have to make an IFR certified version and a VFR version, it's easier to just keep the extra box.

@savagecub

5 ай бұрын

@@MidwestPanels I agree with you it wouldn’t be good to have a single display unit and that’s why there’s this thing called a backup attitude indicator which costs WAY less than a whole 650 or 430. But I gotta call BS on the whole “VFR EFIS” thing ! If you’re just gonna fly VFR why do you even want an EFIS ???? If you’re a VFR only aircraft you get an oil pressure gauge and a Goddamned wet compass !!! That’s it ! You’re supposed to be an eyeballs outside the airplane not inside fiddling with a gadget you don’t even need. Otherwise if you want to just look cool then guess what ? It comes in one flavor and that’s an all up full McDaddy version with an IFR WASS. If only I were king for a day ……….

@MidwestPanels

5 ай бұрын

@@savagecub This thing called a backup attitude indicator would be used in an IFR system anyway, the problem is you would still lose your navigator so you would be without navigation in this situation, however with an independent navigator box a G5 backup attitude indicator could still navigate off this separate navigator box and in this setup if the independent navigator failed you could use the G3X to navigate, though it's not certified, it could get you to where you need to go in the event of a navigator failure. Keeping them separate is the smart thing to do.

@savagecub

5 ай бұрын

@@MidwestPanels In that extremely unlikely situation I would use this thing called “Radar vectors” to navigate or heck even use my iPad. Thereby saving myself several thousand dollars over putting another box in the panel that I really shouldn’t need if Garmin weren’t so greedy. IIRC Grand Rapids has an EFIS with an IFR WAAS in it.

@MidwestPanels The more I think about this video, the more I think you are spreading some bad information. I'm sure it's not intentional but bear with me and I'll explain. You say: “To use the go around button properly you have to make sure that you get to the missed approach point.” This is simply untrue. On the VOR approach you advocate remaining at MDA until crossing the MAP. I disagree and I believe it is unsafe. The MAP is the VOR, which is .4mi past the threshold. Very shortly after passing the VDP a stabilized approach and landing are no longer feasible - that’s when you should start your climb. You are saying that one should stay at MDA for about 1.8 miles - over a minute. That is incorrect and unsafe because you are setting yourself up to bust minimums. If you’re not landing, you should be climbing back up to safe airspace to come back and do it again or divert. In fairness, I think that people get confused about the difference between "Missed Approach Point" and "Missed Approach Procedure". You can ALWAYS climb, but you can't follow any of the turns or intercepts on the procedure until crossing the MAP. On the RNAV approach you fly it to LPV minimums, which is a DA. DA is where you make a decision to land or to go around - one or the other. In your video, you do neither; you don’t land and you don’t go around. Instead, you decide to drill along at 328’ above the ground. Try that with a Fed in your right seat! Also, the implication that you need to wait until the MAP to press the TO/GA button is false. The system is smart enough to wait until you get to the MAP to direct any turns, but it will definitely let you climb. This should be your go around procedure: TO/GA button, Max power, clean up if necessary, check altitude above 400' AGL, select NAV mode, verify you've got your missed approach altitude already set in the window. Notify ATC. All of that should be done in sequence with no delay.