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Do you have a separate RU-vid channel for your instructional videos. I just watched Randy‘s video on G 1000 VNV operation. Excellent! I would like to look at more of your training content, but when I just subscribed to your channel, the only thing that comes up are your Aircraft listings. Do you have a separate channel for training? Thanks very much! Great job!
I have a question regarding the timing of placing the BOD altitude in the altitude preselect window at the top of the altitude tape. Is it necessary to wait for the "VPTH" annunciation? We know what our BOD altitude is once the VNAV profile is created in the flight plan ATK OFFSET parameters. The AP is not going to chase the preselected altitude until we tell it to by pressing "VNV" on the GFC 700. Why not accomplish the altitude preselect earlier and be done with it? Or am I wrong?
You can do it early, but for some systems if you do it more than 5 minutes before reaching the TOD, you'll have to re-select either the VNAV key or the selected altitude. In our opinion, the best way is to be consistent and let the one minute "vertical track" callout be your reminder to set the altitude and arm the VNAV. (I assume some models and configurations may vary on this 5 minute rule.)
Why wait for the system to say "vertical track" before bugging the new altitude and arming VNAV? Why not do it all at the same time so everything is ready to go and the plane will decent at the top of decent point. I use the memory aid Build It, Bug It, Button It.
Charles this is okay, but only if you're within 5 min of the top of descent. If you do it too early you will still be required to select the altitude or re-arm VNV. If you do it consistently at the 1 min from TOD "Vertical track" callout, you will hopefully avoid unintentionally flying through your TOD. This is one situation where being too far ahead of the plane might have unintended consequences.
Assuming you have the Garmin GFC700 Autopilot, you'll need to make sure you do 2 things prior to the top of descent (but no earlier than 5 min prior): Select the lower altitude with your altitude selector, and arm VNAV (VPTH) on the autopilot. If either of those 2 steps is not accomplished, or if you do it too early, it won't work. (Of course you want to make sure you have ATC clearance for a pilot's discretion or "cross at" descent before doing this.)
When activating VNAV, change the altitude at the top of the tape to the lower one, otherwise the AP will not start descending , it will keep flying the selected altitude. Critical step to start the VNAV process going
@@cwhitty05 what are oil consumption and cylinder lifespan like when running LOP? No point in doing it to save money in fuel if you're having to replace all of the cylinders at every 100 hour.
@@Mike_294 it’s a common myth that running LOP increases engine wear. You’re running the engine cleaner and cooler…375° cylinder heads vs 410°. Oil temps were identical. I didn’t notice any difference in oil consumption or cylinder life running LOP. The big difference I noticed, was because a LOP mixture is a little harder to ignite, the magnetos and spark plugs didn’t last as long. But the fuel savings more than offset the mags and plugs that wear a little quicker. Fine wire plugs tend to perform better LOP. Imagine running an engine 1500 hours at 6gph less (can’t count the taxi and climb out, so the whole 1800tbo can’t be counted). At $7/gal, that equates to saving $63k in fuel costs over the life of the engine! That’s for 1 engine. If you have a twin, it’s double that. One more thing to note, you should have Gami fuel injectors and a good engine monitor with individual EGT and CHT readings. That’s the only way to do it safely. If you want to learn how to run your engine LOP, take the Adanced Pilot Seminar. They have an in-person and online course. I took the online one. It was very good.
This is not an aircraft for a beginner . Too heavy, too powerful and too advanced. A busted firewall is the most likely outcome in the hands of a low time student unless the CFI is really on the ball.
With proper training, it’s an excellent plane for beginners or experienced pilots, but you are correct that an experienced instructor would be one of the best safety investments.
