Garmin 750 and old dudes?

Never had the pleasure to fly anything new... Nor have I flown a Boeing or Airbus.

I fly older, well used equipment, where auto throttles and autopilots cause more problems then they solve.... I routinely turn them off. I have trust issues with automation!
 
Ha! We had the Eastern 757s. Bathrooms were obnoxious. Avionics were primitive. Airplanes were pretty well used up. But you put all three autopilots on the line, arm the speed brakes and auto brakes, and most of the time you would get a perfect touchdown on the 1750 foot marker and a dead-straight rollout.

But yeah - never trust it. Be ready to turn it all off and fly the thing.
 
Bob Turner said:
Doing a full coupled approach and auto land is not as easy as it sounds. I agree - in the Midwest, even at midnight in horrible weather, ATC would dump us in above the glide slope. We would adjust the speed when we saw that coming.

you have to get all the autopilots engaged and be below the glide slope for full capture.

One of the most interesting - There was a discontinuity in the ground just before the approach lights. The 737-300 started its flare, and right in the middle of it, decided it wanted me to fly. Nice landing, but a real lesson - do not let the automatic stuff lull you into complacency.
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Why not just dial the FAF and vs onto that where the AP will recapture

Doesn’t the flare go off RA?
 
RA is one input. A discontinuity can kick the autopilot off, but there are other things that will do it.

I am no longer flying jets. I want this Mooney safe for a single pilot IFR guy with around 1000 TT. I want to tell him what to look for as the thing begins to capture.
 
Bumping for two reasons. First, no activity since Thursday. When a forum stops having active posts, folks gradually start checking it less. Don't let that happen here - post something now and then to keep the forum alive and interesting.

Second reason: I think I will go to a better keyboard for this . . .

Yeah - I can type on this one without looking, and make fewer mistakes.

My real reason for bumping - a really good buddy took me with him in his Cirrus SR-22. I have about four hours in Cirrusi, and do not have a clue on the avionics. I do know how to fly them, and am seriously impressed with the control harmony. the ailerons are more crisp than my Decathlon with spades!

But here's the thing - after engine start we sat there for ten minutes punching buttons all over the place, loading routes and frequencies, and just in general being busier than I have ever seen a cockpit be. I of course was no help - I know how to navigate and communicate, but I was lost in the middle of all the button pushing. The checklist was pretty extensive - I think it even told you which way to rotate the ignition key, just in case you forgot that it is always clockwise. I knew for sure that once we got airborne there would be no more checklist reading, but of course I had my handy GUMPS checklist (most of which does not apply to Cirrusi with fixed gear and no prop lever).

I am more than ever convinced that we have converted light instrument airplanes into giant pinball machines, with every chance that nobody is looking out the window.

I should go to a Cirrus forum to ask - do you really have to sit still for ten minutes after engine start for the ring laser gyros to align, or can it be done before engine start? Will the alignment stay good during the 30 seconds that avionics power should be off for engine start, or does it reset every time there is a power interruption?

But again - I have five jet type ratings, and have flown four different kinds of turboprop aircraft, and have never, ever seen a cockpit even a tenth as busy as that one was.
 
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Be thankful you’ve got a 750, you’ve probably already dealt with Honeywell and Universal in your career. I had the pleasure of single pilot test-flying aircraft in Bangladesh that had a new 750 on the panel. In true military fashion it was over on the other side beyond reach of me the flying pilot. Luckily I had a Gen Z video game freak flight engineer in the other seat and got pretty good at directing his fingers over the shaky screen.
 
Bob Turner said:
Bumping for two reasons. First, no activity since Thursday. When a forum stops having active posts, folks gradually start checking it less. Don't let that happen here - post something now and then to keep the forum alive and interesting.

Second reason: I think I will go to a better keyboard for this . . .

Yeah - I can type on this one without looking, and make fewer mistakes.

My real reason for bumping - a really good buddy took me with him in his Cirrus SR-22. I have about four hours in Cirrusi, and do not have a clue on the avionics. I do know how to fly them, and am seriously impressed with the control harmony. the ailerons are more crisp than my Decathlon with spades!

But here's the thing - after engine start we sat there for ten minutes punching buttons all over the place, loading routes and frequencies, and just in general being busier than I have ever seen a cockpit be. I of course was no help - I know how to navigate and communicate, but I was lost in the middle of all the button pushing. The checklist was pretty extensive - I think it even told you which way to rotate the ignition key, just in case you forgot that it is always clockwise. I knew for sure that once we got airborne there would be no more checklist reading, but of course I had my handy GUMPS checklist (most of which does not apply to Cirrusi with fixed gear and no prop lever).

I am more than ever convinced that we have converted light instrument airplanes into giant pinball machines, with every chance that nobody is looking out the window.

I should go to a Cirrus forum to ask - do you really have to sit still for ten minutes after engine start for the ring laser gyros to align, or can it be done before engine start? Will the alignment stay good during the 30 seconds that avionics power should be off for engine start, or does it reset every time there is a power interruption?

But again - I have five jet type ratings, and have flown four different kinds of turboprop aircraft, and have never, ever seen a cockpit even a tenth as busy as that one was.
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Ten minutes is excessive even if it was New England routing. Might just be him.

Another cool thing is foreflight + PDC + modern flight decks that have Bluetooth or WiFi.


Take the PC12 for example.

I grab a cup of coffee and a donut at Starbucks, check weather and all as I’m having breakfast, look at the most common cleared routes, look at the altitude that will get me there the fastest, tap tap, I hit file.
I still have half a donut and coffee left

As I’m doing the walk around my phone beeps, that was a full clearance via PDC. I finish the rest of the walk around and toss my stuff in the Pilatus.

I hop in, fire up, select flaps 15, TOGA my FD, as they are rolling down the flap track I send my flight plan & W&B to the panel wirelessly, hit upload on the panel. My flaps just are down and ready for pusher test.

I enter the squawk from my phone, check my flight controls, set heading to runway heading, as I key the mic for taxi.

Everything looks good on the taxi, I key up and say I’ll be ready upon reaching, 200’ from the runway they switch me to tower, tower said I’m cleared for takeoff as I keep rolling onto centerline, giver’ the beans and off I go.

Positive rate gear up, 500 flaps up, 1k AP on, and I probably just hit 10min on the clock from engine start.

These systems can make you very fast, or very slow, very safe or less safe, it all comes down to solid fundamentals and a working (not rote) understanding of the systems.

I have a buddy who used to have a SR22GTS, I didn’t fly it much but I could probably beat the PC12 off the runway as the Garmin was a little faster than the Honeywell post wireless upload from the phone/tablet
 
There was a note on the TV saying "do not move" while something was aligning.
The 750 can be set while taxiing or even airborne. I am not good at it, but we can now do an approach successfully by flying downwind about 7 miles and doing a U turn onto the localizer.
I haven't a clue on the Cirrus - what saved me was a small cluster of round instruments at the bottom of the panel.
And yeah - while I hated the Honeywell stuff I could get a 757 airborne seven minutes after the first engine start.
 
Bob Turner said:
There was a note on the TV saying "do not move" while something was aligning.
The 750 can be set while taxiing or even airborne. I am not good at it, but we can now do an approach successfully by flying downwind about 7 miles and doing a U turn onto the localizer.
I haven't a clue on the Cirrus - what saved me was a small cluster of round instruments at the bottom of the panel.
And yeah - while I hated the Honeywell stuff I could get a 757 airborne seven minutes after the first engine start.
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On the 74 you got to wait for the IRS to align and “find itself”, plus having to hand jam all the boxes, but as they love to say nothing happens fast in that plane (minus some fires)
 
Yesh, but couldn't you align before engine start? The 737-300 could do that, and that was ancient technology.
 
I confess, I have never been in a turbine aircraft that was not ready to taxi the instant the first engine stabilized.
 
The smaller turbines were electric start. On the other hand, none of them had inertial platforms.
 
Oh the ol' checklist......

Comes down to the proficiency in the model airplane.

I can get a RJ 85 from dead nothing to taxi in 10 mins..... G-IV in less than 7..... I'm always waiting on the IRS's
 
As expected, there’s a support group for old guys (of all ages) on FB
Bartman

Thread 'Forums vs. Facebook'

If you've been involved in forums at all in the last ten years then you probably know how hard it has been to compete against Facebook. Facebook has a few advantages that are like a steady stream of sugar highs for our brains.....that constant flow of micro-uppers, quick responses, immediate gratification.

If you're trying to build depth in a community of people that have a common interest though, Facebook leaves a lot to be desired. So let's take a look at the differences and then you can make up your own mind.

Facebook posts don't show up in search results.
You might not have...
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Tangogawd said:
On my 180... I'm waiting on oil temp for takeoff
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Got a oil dilution system on my 185, my mechanics said to just not touch it and use normal cold wx ops

Champ has to wear a diaper when it’s cold lol
 
Let's not get crazy posting FB links please. ;)

We have pilots at work that can prorgram the box, pre-flight the plane, and be ready to go in fifteen minutes. Then we have others that need all of the 20 to 30 they get before their initial check ride. The difference is the number of hours out flying the line doing the procedures over and over again. I'd rather someone take whatever time they need to do it right than have someone try to impress me with how quickly they can get it done while leaving errors/omissions for me/us to find before we depart. I fly with both types every month.
 
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Bob Turner said:
We are still working at it. We are successful about 75% of the time. The owner hired a Mooney expert for a while - not at all sure that was the cure.

I think the major problem right now is that we cannot tell at a glance exactly what is happening. An annunciation panel that verifies the mode would really help. The autopilot has a very small dimly lit annunciation of sorts, but it is not really helpful.

Things I think we need to know:

Are we in heading mode, or nav? Is altitude hold on? Are we armed for an approach? Is the glide slope armed?

Right now, the only real hint we have that we are on a coupled approach is when it pitches to follow the glide slope.

We are currently doing all this VFR, so my head is outside the cockpit. I need to know what is going on with a quick glance.
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I'm also late to the thread but am enjoying it immensely. I fly transport category airplanes for a cargo company and have had the King/Honeywell/Garmin/Chelton/Aspen experience too. For me, it's a blast to move from plane to plane in iron that is borderline antique in terms of it's airworthiness date, but with all manner of installed avionics up front since our company replaces avionics on a rolling basis. Some planes are 1970s analog gauges with Garmin 530s, and others are all glass. In a crew environment, I love the GTN750 (makes no difference whether original or Txi) especially when paired with GI-275s running everything from basic PFD/HSI functions through MFD, RA, etc. The cool thing is that everyone uses the hardware just a little differently, with lots of acceptable techniques to achieve a desired outcome, be it green needles, or children of the magenta. For my part, I think they're great systems for retrofit and I get tickled to death watching people use them to their design intent! Have fun!
 
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