Thank you for your kind comments. The only retrofit at this time is for M600's before serial #200. Not sure if it is possible for the other models but Piper has not developed one yet.
In 1963 our small flying club upgraded from a 170A to a 1962 Mooney M20C. During our checkouts, all of us almost lost control on takeoff due to oversteer. We contacted the Mooney dealer that we had bought the one year used Mooney from told us to come right there. It took 15 minutes to put a small spacer washer under the nut fastening the rubber doughnuts to slightly bring the tire aft. Problem solved.
Hi Ted, it can fly down to DH or MAP, however the manufactured states it is not to be used below 700' AGL. I'm sure that's a liability issue on their part, but it does fly the GPS approach well all the way down. No ground-based approaches, however.
I was always taught that the most common time for an engine failure is during a power change. Because of this, we weee taught to make sure we had altitude and speed after takeoff to make a landing spot, or a 180 back to the runway before we made our initial power reduction. Has anyone else ever heard this or been taught this way?
700 ft AGL is pretty high for any practical hard IFR flying. I’d say this is a VFR and very light IFR use device. I wouldn’t buy one personally. Sadly, there are very few digital solutions for certified. Hopefully that changes soon.
Nice video! 2 comments: great to check acceleration on the ground roll. Bad engine or tailwind can ruin your day. Landing straight ahead if loosing engine after take off is always good. Nice to have the gear down if you still have runway in front of you. So positive rate, out of runway gear up. Just some thoughts from Europe
Hi Gosta, thank you for watching our video and sharing your comments. I certainly respect your thoughts about runway remaining. My thought process is the same as with a twin-engine takeoff. At the time of engine failure shortly after takeoff, altitude is your friend. I believe the dangers of being 100' agl at the end of the runway (because of a lesser climb rate) as opposed to say 200', out way the danger of landing on the belly if needed. The extra altitude would give a person more options at a time when split second decisions need to be made. Saying that, if you were my client I would respect your decision on the matter. Thanks again for watching.
Excellent video. I am looking at getting into a PA46 in the near future so I am studying these exact items. I am interested in thoughts on one thing that I was taught many years ago that I try to follow in my twin but quite often don’t in my floatplane due to low altitude, tight patterns. Does anyone have concern with selecting flaps during turns to base and/or final? I had one instructor in particular that rode me away from doing it due to split flap concerns during a turn. Obviously in some planes itself impossible to have such a failure while others maybe it is valid. Quite frankly it never crossed my mind until that point.
Good Morning Terry, I have also heard the split flap concern for other insturctors. My opinion is; first I have been instructing for 51 years now (33 years only in PA46's). In all those years I have only personally known of one case involving split flaps, and that was due to a faulty part from the manufacture. I've yet had anyone explain to me why adding flaps during a turn increases a split flap condition in any way when well into the white arc. In my experience an event like this being cause from the turn is very, very low on the "posibility scale" if not an imposible cause. If you have any thoughts to the contrary I'm listening. Good luck on your PA46 hunt. We can certianly help with your training.
@@aircrafttrainingservicesll4355 I totally agree with your thoughts and cannot see how it could ever increase the chance of a split flap situation occurring. Possibly it might be a concern in some obscure designs where if it is a possibility of it occurring it might aggravate the consequences while in a turn. Especially if uncoordinated with poor habits to begin with. In a properly designed aircraft I also cannot see it being of any concern. Thank you for backing up my opinion on this. As far as transition training even though I live in Northern Ontario, Canada, California has crossed my mind due to the winter would be the ideal time for my schedule and the eastern coast has too much unpredictable unstable weather to squeeze in training. California seems to have great stable IFR training weather.
Excellent flight tutorial. I learned to use mine through some trial and error but this video explained and demo'd every option perfectly. I am using my newly installed AeroCruze 100 in my PA28 -160 with my GNS300 XL Gps and Love it. Thanks for sharing.
This is a very useful video! Thank you for sharing! This looks like a useful autopilot. The downside is that it doesn't follow ground-based navigation aids and it is not certified for approaches though it'll fly them. I wonder if a future version will address those two points...
It will fly most of a ground based approach if you have a WAAS GPS you can couple it to. You only need to fly the ground based system once reaching the FAF inbound. Then you can hand fly the rest of the final approach.
I have had one of these unit from when it was trutrak. This is the best video ever. Trutrak only did short snips of the features. Now to top it off just add a missed approach using the ap.
@@frazerpeterson2857 That was a list I made from the Quick Reference Guide in the instructions. I customized it to our equipment (G5's & 430W) and tried to cut out unnecessary items to get it to one page. I would send you a copy but it may not exactly fit your installation/equipment. (send me your email)
@@aircrafttrainingservicesll4355 I have the exact same set up with 2 G5's and I have a Garman 175 Navigator GPS utilizing the same source switch. What is the safest way for me to give you my email address?
Joe Rucinski, I got your question but for some reason it doesn't show up here so I could answer. Please send me an email so I can discuss w/you. deutschtom727@gmail.com
My Aerocruze 100 is being installed currently, did that AP checklist you were using (right seat) come with the AP paperwork? If not mind sharing - would like to use it for the basis of my own quick reference sheet, would edit to change for my particulars?
Hi Paul, yes your AP will come with a quick ref checklist however as you said it may need to be modified for your piticullar situation as we did. I would, however like to share a document the factory sent me (because I did my own installation) to help with the setup in case your shop doesn't get it just right. Can you give me an email address to send it to? BTW what type of plane do you have?
I’m assuming your setup does not include a GAD-29B?? My understanding is that if you have a GAD-29B, you can run GPSS signal through the G-5 and not have to switch between the G-5 and the GPS (430). Can you confirm this?
Hi David, good question. I do have the GAD-29B. As far as I know the AP cannot track a GPS signal thru the G5's. I thought as you did but my avionics expert who assisted me insisted I needed a source switch. You could call the tech help line at Bendix and they will tell you. They were very helpful in answering my questions during installation. The setup after installation was quite a delicate process but they helped me through it. If you send me your email I will send you the document they gave me to use (not in the install instructions)
