Thx just re-learned some good info today. 10,000 hour corporate pilot, never stop learning, all the best, your a good Aviator who takes things professionally and safe

@chriskoppel3940

Жыл бұрын

Thank you Chris. I am always learning new stuff…. And… stuff I have forgotten! LOL

Really enjoy your channel. Thanks for posting & all the work that goes along with editing, etc. Getting two GI275’s installed in my M20K next week!

@chriskoppel3940

2 жыл бұрын

Thank you COO!! They will be a great addition to your panel.

Very clear IFR practice

Thank you! I have a similar setup with 2 GI275 units, A GNX375 and the KAP140. Your videos have been very helpful.

@chriskoppel3940

2 жыл бұрын

Welcome Scott! Glad they have been helpful to you!

Excellent video! This certainly helps with keeping current on procedures seeing an ILS completed in actual weather. For those of us who have a pair of. GI-275”s this useful. Thanks for making these.

@chriskoppel3940

2 жыл бұрын

You are very welcome Jim!!

Hi Chris. Great video ! Very helpful. 👏👏👏

@chriskoppel3940

2 жыл бұрын

Thank you Christian!!

Thanks for another good video Chris. I like your mentioning of the MALSR and minimums for review. I fly a Bravo and have a K model with speed brakes, Can you tell me why you flew with the speed brakes out for the first approach? Thanks

@chriskoppel3940

16 күн бұрын

Thank you @nogolfpro. Unless flying in icing conditions, which I would not do, the reason for the speed brakes is that if I have to go missed approach at the MDA or DA retracting the speed brakes stops the descent in case i want to stay at the MDA and then all I have to do is apply power with same pitch attitude to start the climb. With second generation Precise Flight speed brakes one descends at 500 fpm without any change in pitch or power. Retracting them levels the altitude. With the Mooney one can also descend at approx 500 fpm after lowering the gear without any change in pitch or power. That is why I set up my power, pitch, flaps and speed brakes so that prior to arriving at the FAF I am at the approach speed I want for the final approach segment. Once at the FAF all I need to to is extend the gear and no need to change anything else until either missed or landing.

Very nice…

@chriskoppel3940

Жыл бұрын

Thank you!

Going to be in Ferandina sometime in October..would love to meet you and talk Mooney/GI275’s..

@chriskoppel3940

2 жыл бұрын

I will be there the whole week of Oct 4 - 9. Be happy to talk Mooneys and GI275's. What is the best way to contact you? What is tail nr of your M20K?

Hi Chris. Great video. I am told by Garmin that Garmin Pilot will receive magnetic heading and Baro pressure altitude from the GI-275 when connected to it via bluetooth. In looking at your iPad screen, you are showing GPS altitude. Do you have Garmin pilot connected to the GI-275 and is there a particular reason you show GPS altitude instead of Baro altitude? Would be interested to know if the GI-275 also sends the indicated airspeed to Garmin Pilot. Thanks.

I'd like to know more about the backup attitude indicator power scheme. Is it independent? Is it protected by a fuse separate from the primary?

@chriskoppel3940

2 жыл бұрын

Yes, the backup AI has independent power from the primary AI. They each have their own circuit breakers as well as backup batteries on each unit in case the they loose power from the aircraft bus. They are powered by the Master switch and not the avionics switch. Hope that answers your question regarding electrical power.

Approach minimums are based upon visibility NOT ceiling, at least in the US.

@chriskoppel3940

Жыл бұрын

All missed approach procedures are based on the DA/DH and MDA such that obstacle clearance is assured when flying the missed approach. Any specific climb performance requirements will be spelled out in the Notes section if they differ from the standard 200 ft/nm. Therefore the ceiling minima need to be respected and as such are minimums for altitude. When the ALS is in view then can descend to 100 ft above TDZE. The missed approach procedure will take that into consideration. Regarding visibility, if reported by the airport RVR then one cannot fly the approach if reported below the visibility minima of the approach. However, if reported by the AWOS then it becomes the pilot’s assessment of what the visibility is from his/her point of view. FAA can cite someone landing with vis below minimums if reported by RVR, however cannot do so when it is AWOS or other means since at that point it is the pilot’s view. That is what I have gathered after much reading, etc. Any corrections are welcome.