Nice flying. Really like your videos. What AP do you have? Couldn’t see a label but it looks like it may be an stec
@chriskoppel3940Ай бұрын
Thank you!! At that time I had a KFC-150 and the flight director would come up on the GI275. Since then I have upgraded to a Garmin GFC-500 as well as a GTN 750Xi. Also, replaced all engine instruments with a GI275 EIS.
@NogolfproАй бұрын
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
@chriskoppel394016 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.
@chanfamily90903 ай бұрын
Great video I have a 1990 TLS can you explain again how to safely do a touch and go?
@chriskoppel394016 күн бұрын
Hi @chanfamily9090, I owned a 1991 TLS followed by a 2005 Bravo so familiar with those models. Great plane to get above mountains and weather! First, you need to make sure that the length of the runway is long enough for your comfort. I would suggest 5,000 ft or more to be comfortable and have time to go through the process in a methodical way. The longer runway the better for your first few. What I aim for is to keep the nosewheel off the ground from landing until takeoff while rolling down the runway on the mains and using the rudders to stay on centerline. It is good practice and fun. As soon as you land you should retract the flaps to takeoff (approach) setting, dial in a bit of power to keep sufficient speed to keep nose gear up and use manual electric trim to start setting elevator trim to takeoff. Adjust your rudder trim and then add power to takeoff. You will find that when you takeoff you will not have been able to finish adjusting elevator trim and will need to push on the yoke to keep from pitching up and stall. The manual electric pitch trim is not fast enough to go from landing pitch to takeoff prior to your takeoff unless you have a nice long runway. You may not have had time (or forgot) to adjust rudder trim and so also need to be prepared to put in right rudder as needed. If you apply power too quickly you may find yourself with significant P-factor and also pitch up. Apply power smoothly and be prepared to push on the yoke a fair amount and need for right rudder until you have your trims set. Hopefully that helped
@747driver33 ай бұрын
It might be the camera but your approaches are very shallow. There is no way you are at 3 degrees or on a VASI.
@chriskoppel394016 күн бұрын
@747driver3, Your comment means you are viewing the video attentively which I like. However, I believe it may be the camera as well as the high glare shield in this model year Ovation that gives that impression. When I get the minimums announcement (200 ft AGL), I am about 3000 to 3500 ft (1/2 NM) from the threshold (my aimpoint). Landed about 400 - 500 ft beyond threshold which means I was at 200 ft AGL and at most 4,000 ft from landing point. 3 degree slope is 300 ft/NM. Do the calculation and I end up on 3 degree approach: 200/4000 = 300/6000 is a 3 degree slope. The problem regarding flying a 3 degree approach is that if the engine quits one is not high enough to glide to the runway and as such you are right in having the impression that it is a shallow approach. Need at least 4.5 degrees or much likely more. That would require power off starting at base turn which I don't like to do since I loose glidepath control. If I want the higher margin of safety I will use the speed brakes in order to keep engine power as well as Vref speed (most often 75 kts). Regards, Chris
@747driver315 күн бұрын
@@chriskoppel3940 Enjoy the videos. It must be the camera. I fly a 3 degree glideslope nearly every day and this doesn’t look like it at all. Also, you cannot make every decision in a a single engine airplane as if the engine is going to quit. Otherwise we would all arrive at the destination at cruise altitude and spiral down. Or buy a twin. 3 degrees is (mostly) standard on the ILS and the VASI. It makes every approach the same. And there are many more reasons to fly it.
@chriskoppel394015 күн бұрын
From your screen name I gather you are an airline pilot. Lots of amazing experience. Thank you for watching. I am really behind publishing videos even if i fly quite a bit collecting clips! Been busy at work. Ughhh!
@griam76413 ай бұрын
Good video. One point….the controller cleared you to cross JOBUK at 3000, cleared for approach. You read back to cross JOBUK at or above 3000. The controller did not catch your error which makes him at fault. However, the one who could be put into danger is you not the controller. Be careful.
@chriskoppel39403 ай бұрын
Good catch. Thank you.
@stormanglass9274 ай бұрын
if you ever want to stop at KBQK and get a cup of coffee or a cold bottle of water let me know. Great video and thanks for sharing.
@chriskoppel39404 ай бұрын
Thank you!! Fly there to practice ILS 07 approach on weekends when I do. Shall contact you via this thread next time I plan to go there. Most likely 2 - 3 weekends from now.
@frazerpeterson28574 ай бұрын
Love you videos. How long have you been IFR rated?
@chriskoppel39404 ай бұрын
Thank you! ~30 years
@frazerpeterson28574 ай бұрын
Another question, I am 67 and really want to finish my ifr rating. I was near my check ride 1year ago Nad my cardinal needed a spar replacement. I am almost finished getting it back in the air. I will need to get the written over again. It it worth moving forward?
@chriskoppel39404 ай бұрын
It really depends on the kind of “missions” you fly. Even if it is for shorter “$100” hamburger flights it would help you get through MVFR conditions safely not having to skud run those. If you only limit your flying to sunny CAVU days no matter what the mission then you would not need the IFR rating. Age does not really matter. Getting the rating makes you a better pilot in my opinion. It will also make you very comfortable flying VFR with flight following in busy airspace. Enjoy your flying!!!
@zacarmstrong99695 ай бұрын
How did you get the GI275 to communicate with the KFC150? I have been told by several avionics shops that it can't be done. Obviously, it can!
@chriskoppel39405 ай бұрын
When I first installed the dual GI275's I made sure that the top unit was ADI + AP (Autopilot) so that it could communicate with and command the autopilot. The installation manual for the GI275 AD+AP has specific settings for each type of autopilot that it communicates with. It is easy as long as the autopilots are attitude driven such as the King autopilots. For rate based autopilots such as the S-Tec I believe you need to retain your separate turn coordinator for it to work appropriately although the GI275 still talks with it re altitude, etc. Whoever tells you that the GI275 does not communicate with and command the KFC150 is wrong unless they are talking about the units that are not "+AP". The video about the insanely busy IFR flight has my new avionics that include the Garmin GFC500 which works amazingly with the GI275's. Regards, Chris
@littlewicked0075 ай бұрын
Awesome flight Chris, I know you had fun with this.
@chriskoppel39405 ай бұрын
I did! Thank you!!
@locustvalleystring5 ай бұрын
Thanks for sharing. I found it instructive. I am planning IFR currency work tomorrow evening. I was a steam gauge guy for so many years, but I am finding the digital cockpit much easier once I got used to the button pushes and programming ahead on so many aspects of the flight. Hard to beat Garmin and an iPad.
@chriskoppel39405 ай бұрын
Glad it was helpful! Hope your currency work went well.
@michaelwilliamsd.o.50066 ай бұрын
Excellent. I’ve wanted to do this …very interesting. Some of my Mooney friends leave the spoilers out for every landing….not smart. The Mooney engineers told me they are spoilers not speed breaks. Potato/Pototo? You should call Mooney, they are very helpful and the engineers are awesome.
@chriskoppel39406 ай бұрын
Thank you!
@davideppert64866 ай бұрын
Thanks very much for posting this video. I have the 275's in my 172 with SVT, just finished my PPL and looking forward to getting my instrument rating next. I really enjoyed watching your video and will likely watch it a number of times more.
@chriskoppel39406 ай бұрын
You are very welcome!
@ralphzahnle98887 ай бұрын
I think the only real problem she had was clearing you for an approach into KLCQ when your flight plan was filed to 15FL. Had you simply changed you destination to Lake City she could’ve cleared you for the approach. In addition,I don’t think they can clear you for a special VFR when you are still on an instrument flight plan. Could you ask for an approach into KJAX if your flight plan was to Saint Augustine or another airport? Probably not.
@libertine56067 ай бұрын
The first thing I thought was icing without turning the pitot heat on. Something I have done. Then I remembered that you live in Florida. I would say that your "learn" was wrong. It's not leaving the cover on It's what caused the problem and that is the distraction. This could have been leaving a tie down on which could have ripped out and caused real damage. I have seen it done when a guy who was distracted with his family. In my opinion the "learn" should be what happened, what caused it, and what procedure would have stopped it from happening. When I do a preflight there are two things I ALWAYS do. #1- all passengers must be in one area away from the plane and they have to stay there until the preflight is complete. This actually has a bonus because the passengers see just how serious you take being pilot in command is. If I can I try to keep them in the FBO lobby until the preflight is done. #2- If for any reason I am distracted I restart the preflight from the beginning after stopping the preflight for any reason. No matter how many times it happens. I go at the same pace every time and have full attention on the preflight.
@irminkerck61248 ай бұрын
Hi Chris, thanks for those fantastic videos. I am thinking of getting rid of the vacuum system in my MSE and replacing the AI with the GI275. As a nav source I have already installed the GTN750xi. I am wondering if I also need to replace the HSI to get GPSS on my KFC-150? Also I am wondering how you get to steering in nav mode as I have nav info from the GTN750xi but I have to manually adjust the HSI to follow the correct power by the GTN. User error?
@tadbarker70829 ай бұрын
Thanks for doing this! To a newbie looking at a 530 Archer & considering a 275 this was extremely helpful 👍
@chriskoppel39409 ай бұрын
Glad it was helpful to you! Hopefully you settle on a good plane for you!
@edstoybox9 ай бұрын
Great video!
@chriskoppel39409 ай бұрын
Thank you!
@roddraym9 ай бұрын
Chris, That was intense! Thanks for sharing and I really like your instrument panel; very clean/efficient.
@chriskoppel39409 ай бұрын
Welcome! Glad you were able to "participate" in the organized craziness of that day's departure. :)
@JW-gb6hq9 ай бұрын
Nice vid Chris. That was busy and I’m sure it was a bit warm. Good work 👍🏻
@chriskoppel39409 ай бұрын
Thank you JW. Glad you enjoyed watching it.
@frankward679 ай бұрын
Nice flight Chris, we also left on Thursday, and it was SUPER busy for us too. I was in right seat taking a video and there were 5 planes in front of us when we rotated. We flew nonstop back to FFC and then I came home to TX in my Mooney from there. Hope the annual is/was uneventful with no expensive surprises. I got mine back from annual just a few days before I left for the OSH trip.
@chriskoppel39409 ай бұрын
Thank you Frank! Glad you got to experience Oshkosh arrival and departure on what were somewhat challenging days. :) The annual went well and smoothly without expensive surprises. Hope yours did the same.
@747driver39 ай бұрын
Where were you getting your annual in Minnesota?
@chriskoppel39409 ай бұрын
Oasis Aero in Willmar, MN (KBDH)
@jonathanfriedman83439 ай бұрын
Very helpful, thanks. I was flying a new GTN 650 / GI 275 installation today and was not able to activate GPSS. Now I realize why - I wasn’t aware of the need to select it in the ADI!
@chriskoppel39409 ай бұрын
Glad you found it helpful Jonathan!
@tnflygirl9 ай бұрын
I’m trying to decide on between installing the 275’s or the g3x and you have good in flight videos. Thanks for sharing!
@chriskoppel39409 ай бұрын
Thank you @tnflygirl! Have you made any decision? If you are installing 3 or more GI275's it may be more cost effective to install a G3X with the EIS option and either a G5 or GI275 as a backup ADI. Also depends on what other avionics you have on board (GPS navigator, autopilot, etc)
@tnflygirl9 ай бұрын
@@chriskoppel3940 you’re the second one that has told me that. I’m leaning that way. But I’m still torn. I have the 430 waas which I hate and I added the 355 which I love! I need a new AP and I currently have the Aspen pro max with synthetic vision. It’s great but I’m very limited on a Autopilot for my C33 65 Debonair. So I’m watching videos like yours in hopes to make the best decision for my needs. Keep up the good videos!
@chriskoppel39409 ай бұрын
Hi @tnflygirl, If you want to keep your current engine instruments then two GI275's with the GFC500 and a GTN750 Xi (or 650 Xi) would be the way to go since less expensive than the G3X installation for which you would have to cut a new panel as well. If you want to replace your engine instruments then the G3X becomes a good alternative although may still be a bit more expensive. GI275's are way better than G5's although G5's are cheaper. The 750 just has a much bigger screen and more versatile than the 650. It is great with GI275's since you have a nice moving map on it with lots of features. Check out my most recent video on going to Oshkosh and you will see some features like weather display, etc. With two GI275's you can also replace your six-pack and have a cleaner panel. The 275's are extremely reliable. Some people feel uncomfortable removing their six pack though in which case you will have some clutter and distraction. For the second (bottom 275) I would install an MFD/Standby ADI which is more versatile than an HSI/Standby ADI. You need to install a Garmin OAT probe for the dual 275's to be approved by the STC to replace the six-pack. I would strongly recommend a backup VFR GPS antenna connected to the bottom 275 in case your GPS navigators go offline (alternator, battery or other issue). The 275's will have backup batteries that will work for 1 hour each. GFC500 is a SUPERB autopilot!!! Go for it. Chris
@JW-gb6hq9 ай бұрын
Nice job. That poor vis arrival would have been frustrating and you handled it perfectly. Nice editing as well.👍🏻
@chriskoppel39409 ай бұрын
Thank you JW!
@teresaacevedo17319 ай бұрын
Awesome video of your flight Chris . Thanks for sharing!
@chriskoppel39409 ай бұрын
Thank you Teresa! Glad you enjoyed it.
@frankward679 ай бұрын
Outstanding flight. We flew in from DBQ on Monday and the visibility was terrible. We came up at 5500 and it was hard to see the ground at that altitude. Very nice job with the landing, we got RY36 and it was uneventful. I plan on going back next year. I flew in with a buddy of mine in his RV10 and I was wondering how the taxy in the grass would be with an Ovation. Looks like you had no problems with the grass, also pretty sweet you got to park on concrete.
@chriskoppel39409 ай бұрын
Thank you Frank! Crazy enough I also flew in on Monday, lol! Taxi on the grass this year was OK without ruts and only with minor dips. Two years ago it was awful back and forth to the Southenrmost part of the airport and was concerned I might get a prop strike but fortunately didn't happen.
@747driver310 ай бұрын
The speed brakes are behind the point on the wing where the airflow is laminar at high angles of attack…..in the already turbulent air separated from the wing. During certification, Mooney anticipated pilots forgetting to stow the speed brakes for landing and also provided for the case where the speed brakes malfunctioned while extended. As you saw, very little effect at high angles of attack……of which landing is an example.
@chriskoppel394010 ай бұрын
Nice explanation @747driver3. Thank you for watching the video.
@tommyn4710 ай бұрын
Nice approach and landing! Thanks for sharing….
@chriskoppel394010 ай бұрын
Thank you @tommyn47 and glad you enjoyed it!
@bernardanderson375810 ай бұрын
Looking forward to flying a Mooney Ovation for the first time
@chriskoppel394010 ай бұрын
Excellent!!!
@theflightpractitioner728810 ай бұрын
Chris, your videos are always informative and well analyzed. I believe this event and the way in which you handled it provides one of the most important lessons to all of us in this day and age of highly advanced avionics. That is, that pilots must recognize quickly the importance of sometimes moving DOWN an automation level in order to maintain positive aircraft control. Upon recognizing an unanticipated behavior of the A/P, you had the situational awareness to immediately disengage it and the proficiency to revert to hand flying while you diagnosed the issue. One of the first things I teach my students making the transition to a glass cockpit is exactly what you demonstrated here. While automation has the POTENTIAL to reduce workload, especially operating single-pilot IFR, its use requires careful pilot monitoring, anticipation and proficiency. Well done!
@chriskoppel394010 ай бұрын
Thank you for your comments @theflightpractitioner7288! You are totally correct. We can get caught up on an unusual event in our advanced avionics. Glad you teach your students to move down a level (or more) in the automation level while sorting out what the problem is and "aviating-navigating-communicating". I am not sure which class of pilots would do that easier: the ones who actually transitioned to a glass cockpit or those who were "born" with a glass cockpit. As a CFII you have a better handle on that. Regards, Chris
@user-dw8ud2hw5d10 ай бұрын
What a superb video - thank you so much
@chriskoppel394010 ай бұрын
Thank you! Glad you enjoyed it!
@alejandrolayrisse549011 ай бұрын
Muy cool el video
@chriskoppel394011 ай бұрын
Glad you enjoyed it!
@Pistolpete21811 ай бұрын
Very cool, thanks for sharing
@chriskoppel394011 ай бұрын
Thanks for watching!
@Saltlick1111 ай бұрын
Good video. Chris, are you still pleased with the 275 set up. I have been going back and forth on this potential decision. Do you know if it drives a G3X autopilot? Have you been satisfied with the fuel and engine monitoring? Thanks.
@chriskoppel394011 ай бұрын
Thank you! Yes, I am vey pleased with the GI275'd. Garmin is continuously improving on the software and organization of the displays so they are more user friendly. A G3X has a larger screen and has the ability to also include engine data and works better on the 10 inch landscape display. Would need a backup ADI either as a G5 or a GI275. May cost a bit more. I am slightly confused about your question re G3X and autopilot. I presume that you are asking if the G3X can drive the GFC500 autopilot. Yes, it can. Regards, Chris
@ToochFlix11 ай бұрын
I also live in an airpark without an instrument approach. I don’t file to my airport. I file to a nearby uncontrolled field, cancel when I break out, then vfr to my field.
@chriskoppel394011 ай бұрын
That also works.
@tstanley0111 ай бұрын
The way you are filling based on using multiple tanks one at a time is called a bottle cascade. It really helps to ensure that you get to use as much oxygen as possible. If you and your buddies are using this thing a lot, you may want to consider a booster pump. They allow you to basically drain the o2 tank all the way down without wasting any before you return it, and you don't have to worry about the whole cascade system. The most popular one for people filling their own tech rigs in SCUBA for closed circuit rebreathers is the Haskel Mini Booster Pump. You'll probably never break even on the oxygen cost vs the pump, but you'll be able to fill a lot more tanks without having to return the bottles, or having to lug around 3 of them to cascade them down.
@chriskoppel394011 ай бұрын
Thank you Stanley. Will look into it.
@Sometungsten11 ай бұрын
That was fun to watch, busy and I had never seen the mini glass. Training my eyes for your panel kept me in front of the PC until the end. I never saw the minimum on the display. Thanks.
@chriskoppel394011 ай бұрын
Glad you enjoyed the video @Sometungsten. The numerical display of the minimums is not displayed. No room for it. However, there is a minimum bug that shows up on the altitude tape.
@emrebaytok186211 ай бұрын
Hey Chris, great content. Could you share the Mooney connection fitting type? We haven't been able to find it anywhere.
@chriskoppel394011 ай бұрын
I will need to take a picture of it. Do not recall the actual part number. It has been a long time since we got it. Will verify with my partner.
@anthonycyr965711 ай бұрын
looks like a mooney panel..
@chriskoppel394011 ай бұрын
It is. :)
@TheAlf61 Жыл бұрын
Chris, consider moving either the GFC500 or the TOGA button. What happenned once is likely to happen again. Ideally, I like the AP controls up high and right but that space is occupied by the Gear knob. But, you can remove the old navcom and move the radios lower and insert the AP above the GTN navigator.
@irishcurse65 Жыл бұрын
This is why I do the "dummy check" before I get in my plane to start. Its my last chance to see if I left anything obvious (chocks, pitot cover, or heater plugged in). Glad it was something simple yet frustrating.
@chriskoppel3940 Жыл бұрын
A "dummy check" is a smart check! Hopefully we are able to catch all of our dummy human errors! Of course, we could also be distracted from the dummy check in case of poor mindset. That's where IMSAFE check also comes in.
@AndyAviation Жыл бұрын
19:34 wouldn’t it have been better to arm NAV mode instead of APR due to the fact that atc did not clear you for the approach, but just told you to intercept final? It worked out this time but sometimes atc keeps you high for traffic and it could create conflict
@chriskoppel3940 Жыл бұрын
You are right Andy. Good pickup. APR mode would initiate descent at FAF following GP and would not be able to do that unless cleared for the approach. NAV would keep me on course and also at cleared altitude of 2000.
@TimMooreDorado Жыл бұрын
Chris is this a Mooney M20R that you are flying?
@chriskoppel3940 Жыл бұрын
Yes it is. 1995 M20R (Ovation 1)
@henrikvr2721 Жыл бұрын
Notice how complicated it is to enter approach minimums on the ADI (09:15 in the video). Chris does it very nicely, but the UI is not good. If under stress (not unusual during approach) it is very easy to get it wrong. Also, once set, there is no quick way to check whether you have set the minimum altitude correctly. Compare with how easy it is to set the altitude bug. This need to be improved on the otherwise very well thought out GI275 system.
@chriskoppel3940 Жыл бұрын
Good point henrikvr. The GI275 has a ton of features and unfortunately because of its size it is unable to display all of them at the top level. The screen would be completely cluttered otherwise. It is like trying to put 10 lbs of s$%#tuff into a 5 lb bag! After having entered minimums at different phases of flight I have decided that once I am told by ATC to "expect" a particular approach I will load the minimums at that time rather than wait till later. That way I do it in a hopefully non-stressful phase of the flight.
@henrikvr272111 ай бұрын
@@chriskoppel3940 Thank you for the response. I just want to add that I have now discussed this with the tech director of the leading avionics installer in my country. He agrees that the UI has an obvious room for improvement in this specific area and he is bringing the subject to his half-yearly tech meetings with Garmin. They do not like to upgrade their certified software too often as this is a very involved process, but he expects the issue to be taken seriously, so maybe one day we will se an improvement. While improving the DA adjustment should be straightforward software-wise, I agree that the little screen of the ADI is somewhat cluttered with information already. But marking the set DA as a bug on the altitude tape would not take up additional space, and should be fairly intuitive to interpret. Let’s see if someting happens.
@FlyingandDriving Жыл бұрын
Great Video... In SRQ with a Mooney and GFC500 and 3 - 275 set up... would love to go flying! Always learning :)
@FlyingandDriving Жыл бұрын
Great Video... In SRQ with a Mooney and GFC500 and 3 - 275 set up... would love to go flying! Always learning :)
@gregbrothers5431 Жыл бұрын
You handled it better than that Amazon Giant Air pilot did in Texas. RIP to him.
@chriskoppel3940 Жыл бұрын
Thank you!
@frankward67 Жыл бұрын
Great video Chris and also figuring out what happened. I am getting the GFC500 installed in my Mooney in November. I will definitely keep this video in mind when we are discussing locations for the TOGA button.
@chriskoppel3940 Жыл бұрын
Hi Frank, Glad you enjoyed the video. You will really like the GFC500!!
@ThomasMLottJr Жыл бұрын
Thanks for sharing.
@chriskoppel3940 Жыл бұрын
Thanks for watching!
@VusaMoyo Жыл бұрын
I'd say reposition the TOGA button right of the Rudder Trim button. You already have a hole in that area. I see later in the flight, your hand was still lurking around the area.
@chriskoppel3940 Жыл бұрын
I do use the rudder trim frequently and repositioning the TOGA next to it would make it more vulnerable to being hit inadvertently. Since this is the first time it has happened in more than one year since I installed the GFC500 I believe I just need to retrain myself to stabilize the hand on top of the GFC500 rather than below. That would be the “KISS” method. :) This incident just made me become more aware as to where I place my hand on the panel. And thank you for watching the video with an observant eye!
Пікірлер
Nice flying. Really like your videos. What AP do you have? Couldn’t see a label but it looks like it may be an stec
Thank you!! At that time I had a KFC-150 and the flight director would come up on the GI275. Since then I have upgraded to a Garmin GFC-500 as well as a GTN 750Xi. Also, replaced all engine instruments with a GI275 EIS.
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
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.
Great video I have a 1990 TLS can you explain again how to safely do a touch and go?
Hi @chanfamily9090, I owned a 1991 TLS followed by a 2005 Bravo so familiar with those models. Great plane to get above mountains and weather! First, you need to make sure that the length of the runway is long enough for your comfort. I would suggest 5,000 ft or more to be comfortable and have time to go through the process in a methodical way. The longer runway the better for your first few. What I aim for is to keep the nosewheel off the ground from landing until takeoff while rolling down the runway on the mains and using the rudders to stay on centerline. It is good practice and fun. As soon as you land you should retract the flaps to takeoff (approach) setting, dial in a bit of power to keep sufficient speed to keep nose gear up and use manual electric trim to start setting elevator trim to takeoff. Adjust your rudder trim and then add power to takeoff. You will find that when you takeoff you will not have been able to finish adjusting elevator trim and will need to push on the yoke to keep from pitching up and stall. The manual electric pitch trim is not fast enough to go from landing pitch to takeoff prior to your takeoff unless you have a nice long runway. You may not have had time (or forgot) to adjust rudder trim and so also need to be prepared to put in right rudder as needed. If you apply power too quickly you may find yourself with significant P-factor and also pitch up. Apply power smoothly and be prepared to push on the yoke a fair amount and need for right rudder until you have your trims set. Hopefully that helped
It might be the camera but your approaches are very shallow. There is no way you are at 3 degrees or on a VASI.
@747driver3, Your comment means you are viewing the video attentively which I like. However, I believe it may be the camera as well as the high glare shield in this model year Ovation that gives that impression. When I get the minimums announcement (200 ft AGL), I am about 3000 to 3500 ft (1/2 NM) from the threshold (my aimpoint). Landed about 400 - 500 ft beyond threshold which means I was at 200 ft AGL and at most 4,000 ft from landing point. 3 degree slope is 300 ft/NM. Do the calculation and I end up on 3 degree approach: 200/4000 = 300/6000 is a 3 degree slope. The problem regarding flying a 3 degree approach is that if the engine quits one is not high enough to glide to the runway and as such you are right in having the impression that it is a shallow approach. Need at least 4.5 degrees or much likely more. That would require power off starting at base turn which I don't like to do since I loose glidepath control. If I want the higher margin of safety I will use the speed brakes in order to keep engine power as well as Vref speed (most often 75 kts). Regards, Chris
@@chriskoppel3940 Enjoy the videos. It must be the camera. I fly a 3 degree glideslope nearly every day and this doesn’t look like it at all. Also, you cannot make every decision in a a single engine airplane as if the engine is going to quit. Otherwise we would all arrive at the destination at cruise altitude and spiral down. Or buy a twin. 3 degrees is (mostly) standard on the ILS and the VASI. It makes every approach the same. And there are many more reasons to fly it.
From your screen name I gather you are an airline pilot. Lots of amazing experience. Thank you for watching. I am really behind publishing videos even if i fly quite a bit collecting clips! Been busy at work. Ughhh!
Good video. One point….the controller cleared you to cross JOBUK at 3000, cleared for approach. You read back to cross JOBUK at or above 3000. The controller did not catch your error which makes him at fault. However, the one who could be put into danger is you not the controller. Be careful.
Good catch. Thank you.
if you ever want to stop at KBQK and get a cup of coffee or a cold bottle of water let me know. Great video and thanks for sharing.
Thank you!! Fly there to practice ILS 07 approach on weekends when I do. Shall contact you via this thread next time I plan to go there. Most likely 2 - 3 weekends from now.
Love you videos. How long have you been IFR rated?
Thank you! ~30 years
Another question, I am 67 and really want to finish my ifr rating. I was near my check ride 1year ago Nad my cardinal needed a spar replacement. I am almost finished getting it back in the air. I will need to get the written over again. It it worth moving forward?
It really depends on the kind of “missions” you fly. Even if it is for shorter “$100” hamburger flights it would help you get through MVFR conditions safely not having to skud run those. If you only limit your flying to sunny CAVU days no matter what the mission then you would not need the IFR rating. Age does not really matter. Getting the rating makes you a better pilot in my opinion. It will also make you very comfortable flying VFR with flight following in busy airspace. Enjoy your flying!!!
How did you get the GI275 to communicate with the KFC150? I have been told by several avionics shops that it can't be done. Obviously, it can!
When I first installed the dual GI275's I made sure that the top unit was ADI + AP (Autopilot) so that it could communicate with and command the autopilot. The installation manual for the GI275 AD+AP has specific settings for each type of autopilot that it communicates with. It is easy as long as the autopilots are attitude driven such as the King autopilots. For rate based autopilots such as the S-Tec I believe you need to retain your separate turn coordinator for it to work appropriately although the GI275 still talks with it re altitude, etc. Whoever tells you that the GI275 does not communicate with and command the KFC150 is wrong unless they are talking about the units that are not "+AP". The video about the insanely busy IFR flight has my new avionics that include the Garmin GFC500 which works amazingly with the GI275's. Regards, Chris
Awesome flight Chris, I know you had fun with this.
I did! Thank you!!
Thanks for sharing. I found it instructive. I am planning IFR currency work tomorrow evening. I was a steam gauge guy for so many years, but I am finding the digital cockpit much easier once I got used to the button pushes and programming ahead on so many aspects of the flight. Hard to beat Garmin and an iPad.
Glad it was helpful! Hope your currency work went well.
Excellent. I’ve wanted to do this …very interesting. Some of my Mooney friends leave the spoilers out for every landing….not smart. The Mooney engineers told me they are spoilers not speed breaks. Potato/Pototo? You should call Mooney, they are very helpful and the engineers are awesome.
Thank you!
Thanks very much for posting this video. I have the 275's in my 172 with SVT, just finished my PPL and looking forward to getting my instrument rating next. I really enjoyed watching your video and will likely watch it a number of times more.
You are very welcome!
I think the only real problem she had was clearing you for an approach into KLCQ when your flight plan was filed to 15FL. Had you simply changed you destination to Lake City she could’ve cleared you for the approach. In addition,I don’t think they can clear you for a special VFR when you are still on an instrument flight plan. Could you ask for an approach into KJAX if your flight plan was to Saint Augustine or another airport? Probably not.
The first thing I thought was icing without turning the pitot heat on. Something I have done. Then I remembered that you live in Florida. I would say that your "learn" was wrong. It's not leaving the cover on It's what caused the problem and that is the distraction. This could have been leaving a tie down on which could have ripped out and caused real damage. I have seen it done when a guy who was distracted with his family. In my opinion the "learn" should be what happened, what caused it, and what procedure would have stopped it from happening. When I do a preflight there are two things I ALWAYS do. #1- all passengers must be in one area away from the plane and they have to stay there until the preflight is complete. This actually has a bonus because the passengers see just how serious you take being pilot in command is. If I can I try to keep them in the FBO lobby until the preflight is done. #2- If for any reason I am distracted I restart the preflight from the beginning after stopping the preflight for any reason. No matter how many times it happens. I go at the same pace every time and have full attention on the preflight.
Hi Chris, thanks for those fantastic videos. I am thinking of getting rid of the vacuum system in my MSE and replacing the AI with the GI275. As a nav source I have already installed the GTN750xi. I am wondering if I also need to replace the HSI to get GPSS on my KFC-150? Also I am wondering how you get to steering in nav mode as I have nav info from the GTN750xi but I have to manually adjust the HSI to follow the correct power by the GTN. User error?
Thanks for doing this! To a newbie looking at a 530 Archer & considering a 275 this was extremely helpful 👍
Glad it was helpful to you! Hopefully you settle on a good plane for you!
Great video!
Thank you!
Chris, That was intense! Thanks for sharing and I really like your instrument panel; very clean/efficient.
Welcome! Glad you were able to "participate" in the organized craziness of that day's departure. :)
Nice vid Chris. That was busy and I’m sure it was a bit warm. Good work 👍🏻
Thank you JW. Glad you enjoyed watching it.
Nice flight Chris, we also left on Thursday, and it was SUPER busy for us too. I was in right seat taking a video and there were 5 planes in front of us when we rotated. We flew nonstop back to FFC and then I came home to TX in my Mooney from there. Hope the annual is/was uneventful with no expensive surprises. I got mine back from annual just a few days before I left for the OSH trip.
Thank you Frank! Glad you got to experience Oshkosh arrival and departure on what were somewhat challenging days. :) The annual went well and smoothly without expensive surprises. Hope yours did the same.
Where were you getting your annual in Minnesota?
Oasis Aero in Willmar, MN (KBDH)
Very helpful, thanks. I was flying a new GTN 650 / GI 275 installation today and was not able to activate GPSS. Now I realize why - I wasn’t aware of the need to select it in the ADI!
Glad you found it helpful Jonathan!
I’m trying to decide on between installing the 275’s or the g3x and you have good in flight videos. Thanks for sharing!
Thank you @tnflygirl! Have you made any decision? If you are installing 3 or more GI275's it may be more cost effective to install a G3X with the EIS option and either a G5 or GI275 as a backup ADI. Also depends on what other avionics you have on board (GPS navigator, autopilot, etc)
@@chriskoppel3940 you’re the second one that has told me that. I’m leaning that way. But I’m still torn. I have the 430 waas which I hate and I added the 355 which I love! I need a new AP and I currently have the Aspen pro max with synthetic vision. It’s great but I’m very limited on a Autopilot for my C33 65 Debonair. So I’m watching videos like yours in hopes to make the best decision for my needs. Keep up the good videos!
Hi @tnflygirl, If you want to keep your current engine instruments then two GI275's with the GFC500 and a GTN750 Xi (or 650 Xi) would be the way to go since less expensive than the G3X installation for which you would have to cut a new panel as well. If you want to replace your engine instruments then the G3X becomes a good alternative although may still be a bit more expensive. GI275's are way better than G5's although G5's are cheaper. The 750 just has a much bigger screen and more versatile than the 650. It is great with GI275's since you have a nice moving map on it with lots of features. Check out my most recent video on going to Oshkosh and you will see some features like weather display, etc. With two GI275's you can also replace your six-pack and have a cleaner panel. The 275's are extremely reliable. Some people feel uncomfortable removing their six pack though in which case you will have some clutter and distraction. For the second (bottom 275) I would install an MFD/Standby ADI which is more versatile than an HSI/Standby ADI. You need to install a Garmin OAT probe for the dual 275's to be approved by the STC to replace the six-pack. I would strongly recommend a backup VFR GPS antenna connected to the bottom 275 in case your GPS navigators go offline (alternator, battery or other issue). The 275's will have backup batteries that will work for 1 hour each. GFC500 is a SUPERB autopilot!!! Go for it. Chris
Nice job. That poor vis arrival would have been frustrating and you handled it perfectly. Nice editing as well.👍🏻
Thank you JW!
Awesome video of your flight Chris . Thanks for sharing!
Thank you Teresa! Glad you enjoyed it.
Outstanding flight. We flew in from DBQ on Monday and the visibility was terrible. We came up at 5500 and it was hard to see the ground at that altitude. Very nice job with the landing, we got RY36 and it was uneventful. I plan on going back next year. I flew in with a buddy of mine in his RV10 and I was wondering how the taxy in the grass would be with an Ovation. Looks like you had no problems with the grass, also pretty sweet you got to park on concrete.
Thank you Frank! Crazy enough I also flew in on Monday, lol! Taxi on the grass this year was OK without ruts and only with minor dips. Two years ago it was awful back and forth to the Southenrmost part of the airport and was concerned I might get a prop strike but fortunately didn't happen.
The speed brakes are behind the point on the wing where the airflow is laminar at high angles of attack…..in the already turbulent air separated from the wing. During certification, Mooney anticipated pilots forgetting to stow the speed brakes for landing and also provided for the case where the speed brakes malfunctioned while extended. As you saw, very little effect at high angles of attack……of which landing is an example.
Nice explanation @747driver3. Thank you for watching the video.
Nice approach and landing! Thanks for sharing….
Thank you @tommyn47 and glad you enjoyed it!
Looking forward to flying a Mooney Ovation for the first time
Excellent!!!
Chris, your videos are always informative and well analyzed. I believe this event and the way in which you handled it provides one of the most important lessons to all of us in this day and age of highly advanced avionics. That is, that pilots must recognize quickly the importance of sometimes moving DOWN an automation level in order to maintain positive aircraft control. Upon recognizing an unanticipated behavior of the A/P, you had the situational awareness to immediately disengage it and the proficiency to revert to hand flying while you diagnosed the issue. One of the first things I teach my students making the transition to a glass cockpit is exactly what you demonstrated here. While automation has the POTENTIAL to reduce workload, especially operating single-pilot IFR, its use requires careful pilot monitoring, anticipation and proficiency. Well done!
Thank you for your comments @theflightpractitioner7288! You are totally correct. We can get caught up on an unusual event in our advanced avionics. Glad you teach your students to move down a level (or more) in the automation level while sorting out what the problem is and "aviating-navigating-communicating". I am not sure which class of pilots would do that easier: the ones who actually transitioned to a glass cockpit or those who were "born" with a glass cockpit. As a CFII you have a better handle on that. Regards, Chris
What a superb video - thank you so much
Thank you! Glad you enjoyed it!
Muy cool el video
Glad you enjoyed it!
Very cool, thanks for sharing
Thanks for watching!
Good video. Chris, are you still pleased with the 275 set up. I have been going back and forth on this potential decision. Do you know if it drives a G3X autopilot? Have you been satisfied with the fuel and engine monitoring? Thanks.
Thank you! Yes, I am vey pleased with the GI275'd. Garmin is continuously improving on the software and organization of the displays so they are more user friendly. A G3X has a larger screen and has the ability to also include engine data and works better on the 10 inch landscape display. Would need a backup ADI either as a G5 or a GI275. May cost a bit more. I am slightly confused about your question re G3X and autopilot. I presume that you are asking if the G3X can drive the GFC500 autopilot. Yes, it can. Regards, Chris
I also live in an airpark without an instrument approach. I don’t file to my airport. I file to a nearby uncontrolled field, cancel when I break out, then vfr to my field.
That also works.
The way you are filling based on using multiple tanks one at a time is called a bottle cascade. It really helps to ensure that you get to use as much oxygen as possible. If you and your buddies are using this thing a lot, you may want to consider a booster pump. They allow you to basically drain the o2 tank all the way down without wasting any before you return it, and you don't have to worry about the whole cascade system. The most popular one for people filling their own tech rigs in SCUBA for closed circuit rebreathers is the Haskel Mini Booster Pump. You'll probably never break even on the oxygen cost vs the pump, but you'll be able to fill a lot more tanks without having to return the bottles, or having to lug around 3 of them to cascade them down.
Thank you Stanley. Will look into it.
That was fun to watch, busy and I had never seen the mini glass. Training my eyes for your panel kept me in front of the PC until the end. I never saw the minimum on the display. Thanks.
Glad you enjoyed the video @Sometungsten. The numerical display of the minimums is not displayed. No room for it. However, there is a minimum bug that shows up on the altitude tape.
Hey Chris, great content. Could you share the Mooney connection fitting type? We haven't been able to find it anywhere.
I will need to take a picture of it. Do not recall the actual part number. It has been a long time since we got it. Will verify with my partner.
looks like a mooney panel..
It is. :)
Chris, consider moving either the GFC500 or the TOGA button. What happenned once is likely to happen again. Ideally, I like the AP controls up high and right but that space is occupied by the Gear knob. But, you can remove the old navcom and move the radios lower and insert the AP above the GTN navigator.
This is why I do the "dummy check" before I get in my plane to start. Its my last chance to see if I left anything obvious (chocks, pitot cover, or heater plugged in). Glad it was something simple yet frustrating.
A "dummy check" is a smart check! Hopefully we are able to catch all of our dummy human errors! Of course, we could also be distracted from the dummy check in case of poor mindset. That's where IMSAFE check also comes in.
19:34 wouldn’t it have been better to arm NAV mode instead of APR due to the fact that atc did not clear you for the approach, but just told you to intercept final? It worked out this time but sometimes atc keeps you high for traffic and it could create conflict
You are right Andy. Good pickup. APR mode would initiate descent at FAF following GP and would not be able to do that unless cleared for the approach. NAV would keep me on course and also at cleared altitude of 2000.
Chris is this a Mooney M20R that you are flying?
Yes it is. 1995 M20R (Ovation 1)
Notice how complicated it is to enter approach minimums on the ADI (09:15 in the video). Chris does it very nicely, but the UI is not good. If under stress (not unusual during approach) it is very easy to get it wrong. Also, once set, there is no quick way to check whether you have set the minimum altitude correctly. Compare with how easy it is to set the altitude bug. This need to be improved on the otherwise very well thought out GI275 system.
Good point henrikvr. The GI275 has a ton of features and unfortunately because of its size it is unable to display all of them at the top level. The screen would be completely cluttered otherwise. It is like trying to put 10 lbs of s$%#tuff into a 5 lb bag! After having entered minimums at different phases of flight I have decided that once I am told by ATC to "expect" a particular approach I will load the minimums at that time rather than wait till later. That way I do it in a hopefully non-stressful phase of the flight.
@@chriskoppel3940 Thank you for the response. I just want to add that I have now discussed this with the tech director of the leading avionics installer in my country. He agrees that the UI has an obvious room for improvement in this specific area and he is bringing the subject to his half-yearly tech meetings with Garmin. They do not like to upgrade their certified software too often as this is a very involved process, but he expects the issue to be taken seriously, so maybe one day we will se an improvement. While improving the DA adjustment should be straightforward software-wise, I agree that the little screen of the ADI is somewhat cluttered with information already. But marking the set DA as a bug on the altitude tape would not take up additional space, and should be fairly intuitive to interpret. Let’s see if someting happens.
Great Video... In SRQ with a Mooney and GFC500 and 3 - 275 set up... would love to go flying! Always learning :)
Great Video... In SRQ with a Mooney and GFC500 and 3 - 275 set up... would love to go flying! Always learning :)
You handled it better than that Amazon Giant Air pilot did in Texas. RIP to him.
Thank you!
Great video Chris and also figuring out what happened. I am getting the GFC500 installed in my Mooney in November. I will definitely keep this video in mind when we are discussing locations for the TOGA button.
Hi Frank, Glad you enjoyed the video. You will really like the GFC500!!
Thanks for sharing.
Thanks for watching!
I'd say reposition the TOGA button right of the Rudder Trim button. You already have a hole in that area. I see later in the flight, your hand was still lurking around the area.
I do use the rudder trim frequently and repositioning the TOGA next to it would make it more vulnerable to being hit inadvertently. Since this is the first time it has happened in more than one year since I installed the GFC500 I believe I just need to retrain myself to stabilize the hand on top of the GFC500 rather than below. That would be the “KISS” method. :) This incident just made me become more aware as to where I place my hand on the panel. And thank you for watching the video with an observant eye!