Garmin GTN 750 Tips & Tricks

The Garmin GTN 750 is an awesome piece of equipment.  Garmin tried to make the user interface with the touch screen as simple as possible (though there still is a bit of a learning curve when moving up from a Garmin 530W).  Garmin also integrated several key features that the 530W did not have that makes flying with a Garmin GTN 750 in IFR all that much better.

The two features of the Garmin GTN 750 I want to focus on today are the “Load Airway” feature and the “Hold at Waypoint” feature.  If a pilot isn’t looking for these specifically, they can actually be a bit hard to find.  The “Load Airway” feature is especially handy when flying IFR long distances with several airways as part of the clearance.  Here’s how to utilize both.

Load Airway

  1. On your flight plan page, insert the waypoint that you will be joining the airway, or, if your clearance was radar vectors to join an airway, then insert the waypoint on the airway that begins the leg you will be joining on.
  2. Tap the waypoint you just inserted.
  3. A menu will pop up.  Tap Load Airway.
  4. Select the Airway you want from the next menu that pops up.
  5. Then, a list of waypoints will display to exit the airway.  Select the waypoint where you will be exiting the airway.
    1. Note:  Garmin defaults to listing these waypoints alphabetically.  If you unselect the “Sort Alpha” option, it will sort the waypoints by direction and distance from the entry waypoint.  This is a little more practical, easier to work with, and how I recommend doing it.  This way you can either scroll up or down depending on the direction of travel on the airway and find your exit waypoint.
  6. Tap Load.
  7. The Airway and all the waypoints in between your entry and exit waypoints appear in your flight plan.
  8. If you are getting vectors to join the airway, you’ll need to use the Activate Leg function to activate the leg you will be joining the airway on.
    1. On the Flight Plan page, tap the waypoint that ends the leg you want to activate.
    2. On the menu that pops up, tap Activate Leg.

Hold At Waypoint

The Garmin GTN 750 allows pilots to place a holding pattern at any waypoint that is in the Nav Database (or any user created waypoint).  Here’s how to do it.

  1. On the Flight Plan page, tap the Waypoint that you want to hold at.
  2. On the menu that pops up, tap Hold At Waypoint
  3. On the next menu that pops up, input either the inbound or outbound course, right or left turns, leg time or distance, and the EFC time, then tap Load.
  4. You will see the hold now as a Waypoint in your flight plan.

 

Once the hold is entered, the GPS will go into Suspend mode, suspending the Flight Plan Waypoint Sequencing.  Once you are ready to depart the hold, you will have to tap Unsuspend before crossing the holding point on the inbound leg, then the GPS will resume normal waypoint sequencing.

These are 2 of the really cool, gee-wiz features of the Garmin GTN 750.  Following the above steps will make IFR flying much easier for the pilot, as well as much more enjoyable!

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  • Aircraft Purchase: The Logbook & Pre-Purchase Inspections

    Your about to make your dream aircraft purchase.  The plane has low time on the engine, is reasonably priced, and, according to the seller, has no damage history.  You are overjoyed!  Your dream of making an aircraft purchase is finally coming true.  You prepare your offer for the seller, set up the escrow account, and start all the paperwork.

    Two weeks later, the airplane is yours!  You start flying it, though, and the engine starts to have some strange vibrations.  After several flights, it starts to get worse.  You take it to your mechanic to get it looked at and you find out the airplane needs three new cylinders along with some other engine work that is going to total a lot of money.  Plus, your airplane is now going to be in the shop for several weeks.

    All that excitement you just had?  It just went out the window.

    Could this have been prevented?  Probably so, with a logbook inspection and a pre-purchase inspection.

    Aircraft Purchase:  Maintenance Logbooks

    Aircraft Purchase: Logbook Inspection

    Inspecting a logbook can be very daunting when making an aircraft purchase, especially for older airplanes.  This is, however, one of the most vital steps in making a new aircraft purchase.  You can find out many things from looking at the maintenance logs of an airplane.  First, you can check the compression levels of the engine.  Typically, you want compression levels in the 70’s, with it still being okay in the high 60’s.  Anything below 65 and there could be potential problems.

    Second, you can find out if there has been any odd maintenance done pointing to possible unreported damage history.  This is rare, as most aircraft owners are honest and up front when talking about damage history.  But, if there is an entry detailing a prop overhaul after only 50 hours on that prop, you may start to ask some questions.

    Third, you can find out how well the airplane has been maintained.  If a lot of maintenance was completed at each annual, even if it was a lot of small things, then the airplane has been maintained by a good mechanic who is very thorough.  This also involves a check of the ADs, Mandatory SBs, SBs, and SLs that have been issued for the airplane.  If all that has been kept up with, it’s a well maintained airplane.

    Finally, it gives you a good idea of how much the airplane has been flown.  Sure, the ad online will have the total time and time since overhaul, but you can look at the year by year breakdown of how much the airplane has been flown.  It may have been flown a lot earlier in it’s life, but not quite as much recently.  That’s not necessarily a bad thing, but airplanes like to be flown.

    Aircraft Purchase: Pre-Purchase Inspection

    Before making an aircraft purchase, it is extremely vital that whenever you are buying an airplane that you get a pre-purchase inspection done on the airplane.  Even better is getting one done by a mechanic who specializes in that type of airplane (eg. Piper Service Center for Pipers, Cirrus Service Centers for Cirrus, Kevin Mead for PA-46s).  A pre-purchase inspection can save you a lot of money in the end.

    There is always going to be some kind of maintenance issue with an airplane being purchased, whether it is big or small.  Once a pre-purchase inspection is completed, you can take the findings to the seller and negotiate for a lower price based on those findings, or just have the seller fix the items before the sale is completed.

    I would recommend having the seller fix the problems before the sale is completed.  Even though it may take a little longer for the sale to be completed this way, you’ll get to enjoy your airplane right away instead of it being in the shop the next several weeks after you complete the purchase.

    There is the circumstance where the  pre-purchase inspection reveals some serious airworthiness issues which would cause the deal to be voided.  Always put this clause in a purchase agreement, giving you, the buyer, an out if there are serious airworthiness issues.

    When it comes to making an aircraft purchase, it is not a process to be rushed.  Slow and steady usually gets the best airplane for the money, giving you years of enjoyment in the future.

    Looking to make an aircraft purchase?  Daunted by all the work that’s involved to find a good, quality airplane?  Let Texas Top Aviation do your aircraft search for you!  To learn more, visit Texas Top Aviation’s Aircraft Purchase Consultations page.

  • AOPA Air Safety Foundation Survival Seminar

    The AOPA’s Air Safety Foundation will be returning to Texas this coming week with their After the Crash:  Surviving An Aircraft Accident seminar.  Though aircraft accidents are rare to most pilots, they still happen.  It is best to be prepared with the proper knowledge and supplies in case you are stranded in a remote area while awaiting help to arrive.

    The seminar will cover the following items:

    • How and what to pack in a survival kit
    • Ways to help search parties find you
    • What to do first immediately after the off airport landing
    • How to survive will awaiting rescue

    The seminar will be put on in Houston, San Antonio, and Austin on three consecutive nights, the 20th-22nd, so everyone will get a chance to attend.  The location and times are below.

    No signup is necessary, just show up and be ready to learn.  The seminar does count for WINGs credit and there will be a sign in sheet at each event.

    The AOPA Air Safety Foundation puts on numerous seminars throughout the country during the year covering a wide variety of topics relevant to general aviation pilots.  The content is always interesting and the presenter always knowledgeable and entertaining.  Hope to see you there!

    Tuesday, January 20th

    Wyndham Hotel, Houston West
    14703 Park Row Blvd.
    Houston, TX 77079
    7:00pm-9:00pm

    Wednesday, January 21st

    Doubletree Hotel, San Antonio Airport
    37 NE Loop 410
    San Antonio, TX 78216
    7:00pm-9:00pm

    Thursday, January 22nd

    Omni Hotel, Southpark
    4140 Governor’s Row
    Austin, TX 78744
    7:00pm-9:00pm

    For more information on the event and the locations, please click here.

  • Piper PA46 Partnership in San Antonio

    A Piper PA46 partnership is being formed in the San Antonio area. Two to three partners are being sought to purchase either a Piper PA46-310P Malibu or a ’90s model Piper PA46-350P Mirage.

    The Piper PA46 Malibu is the original Piper PA46 airframe. It is equipped with a Continental TSIO 520, 310HP engine (though many have been upgraded to the Continental TSIO 550C engine, which is a great upgrade), is complex, and pressurized (the best feature about the airplane!). The six seat airframe travels around 185-190 KTAS at FL200 on 16-17 GPH, giving an incredible range with 120 gallons of fuel.

    The Piper Mirage is what Piper designated the PA46 when it switch to the Lycoming TIO 540 350HP engine in 1989. The airframe remained the same, but the engine eeks out a few more KTAS at 22-25 GPH depending on how high the cruise altitude is.

    Both the Piper Malibu and the ’90s model Mirage are equipped with the KFC 150 autopilot. A lot of the Piper PA46 airframes still have a Garmin 530W/430W or dual 430Ws, but a large number have been upgraded to the Garmin GTN 750/650, while a few have opted for the Avidyne IFD 540/440 GPS units. There are a fair number still with steam gauges, while some have upgraded to Aspen units or the Garmin G500 or G500TXi.

    If you are located in the San Antonio area and interested in a 3-4 way partnership on a Piper PA46, please Contact Us. The purchase price will be between $300,000-$450,000, so only interested parties that can afford a budget of $100,000-$150,000 please.

    The plane will be based at Stinson Field (KSSF) or New Braunfels (KBAZ).

  • Checking The Stall Warning Horn

    When a pilot first glances at the title of this article, the first thought that probably goes through that pilot’s head is, well that’s easy.

    And it is, if you are flying a high wing Cessna. On other airplanes, there are a few tricks to checking the stall warning horn. If you get them wrong, you’re liable to get a bill from your maintenance shop for an hour of labor for a problem they couldn’t duplicate.

    Cirrus SR22

    Let’s start with the Cirrus. On the pre-FIKI Cirrus aircraft, there was a small little hole in the wing that contained a diaphragm. That diaphragm sensed a change in airflow at a certain angle of attack just below the critical angle of attack and set off the stall warning horn. Unfortunately, the only way to check that is to suck on the hole during pre-flight.

    I don’t. I verify the hole is clear and that’s about it.

    On the FIKI Cirrus aircraft, there is actually a stall warning vane. It looks like a high wing Cessna vane, but if you turn the batteries on and try and get it to come on during your light and pitot heat check, nada.

    Here’s the trick, and the checklist doesn’t do a good job of describing this.

    • Turn on the Avionics Master
    • Turn on the speaker
    • Put the flaps to full
    • Then move the stall warning vane and you’ll hear the horn

    The speaker and the Avionics Master are so you can actually hear the horn (if you had the headset on while you were doing this, the speaker would be unnecessary). The flaps have to be full because the pitch attitude for the critical angle of attack is lower with the flaps down, so the horn goes off when at a different angle. You then don’t have to use as much force to push the vane.

    Piper PA46

    The early -310P Malibus are pretty simple and straight forward. Move the vane, get the horn.

    In the -350P, you can’t get the horn to come on by moving the vane. So, Piper put a stall test button that’s hidden underneath the upper left side of the instrument panel. Push that to test the horn. On the G1000 PA46, it is located directly above the PFD. On the Avidyne, it’s below and to the left of the pilot’s yoke.


    Testing the stall warning horn is a very important part of pre-flight. A pilot needs to know if the aircraft is close to a stall. The advent of Angle of Attack indicators in small, GA aircraft, have added a greater awareness to the angle of attack during all phases of flight to avoid those stall spins.

    If the stall warning horn goes off or the AOA shows yellow, lower that nose immediately.

  • Shock Cooling in a PA46

    We’ve all heard it said…”reduce the throttle by no more than 1-inch every minutes to ensure you don’t shock-cool your engine”. Does this advice apply to a PA46 engine? Can a PA46 engine (Lycoming 540 or Continental 520/550) really be shock-cooled? How should the engine temperature be managed?

    Metals expand and contract with temperature, and the various metals in an air-cooled aviation engine expand and contract at a different rates. Shock-cooling supposedly occurs when the engine changes temperature quickly and the different metals in the engine cool (and therefore change shape) at different rates. When the change occurs dramatically supposed scoring, rubbing, and marking of the metal can occur, which can cause catastrophic results.

    So, let’s back to the original question…can a PA46 engine suffer shock-cooling and should a pilot operate the engine so as to avoid shock cooling? Simply put, I’ve never seen nor heard of any piston PA46 engine suffer shock-cooling. In 5000+ hours flying the piston PA46 and 16 years of flying/managing/training in the Malibu/Mirage/Matrix, it simply has not happened to me nor anyone I know. Does it mean that it cannot happen or has never happened? No. But, it is certainly not a prolific threat to our fleet.

    Should the owner/pilot operate the engine with a cautious eye cast toward the potential of shock cooling? Well, sort of…but, let’s flesh this out. My suggestion is that a pilot should operate the engine with conservatism in movement of temperature, but only because this is a good operating practice with any machine, and any flying machine is (by definition) not “overbuilt”. And, there are many ways to change the temperature of the engine…not just by reducing power. Here’s a partial list of ways to cool your PA46 engine:

    • Reduce power: Obvious…yes. When the engine produces less power, less heat is generated. Reducing power in a piston engine will almost always result in less temperature.
    • Lower the nose: By descending (and leaving power in a cruise setting) the airspeed will increase and cool the engine.
    • Enrichen the mixture: Fuel has a cooling effect on the engine, so the richer the mixture the cooler the engine.
    • Lower the landing gear: Yes…you read that right…engine cooling will occur when you lower the landing gear because more air will flow over the cylinders. Notice the landing gear doors on the PA46 have air louvers. Air flows into the engine nacelle on the front, passes down through the cylinders (along with the oil cooler, intercoolers, and other components) and then out the louvers of the closed gear doors. When the landing gear is lowered the “back door is opened” and a LOT more airflows over the cylinders.

    My suggestion is that a pilot only perform ONE of these actions at a time when beginning a descent. This suggestion was presented to me by Chad Menne (Owner, Malibu Aerospace) some time ago and I’ve operated engines this way ever since. If you are at a higher altitude and simultaneously reduced the power, lowered the landing gear, started a big descent, and enrichened the mixture in one flail swoop, I think there’s a chance that your engine would suffer some negative effects that could be called “shock cooling”. So, when you do start a descent, pick one “cooling action” to accomplish at a time. I’m sure you’ll not hurt your engine.

    Simply put, shock cooling is not a huge factor in the PA46 community, and a PA46 pilot does not need to be overly cautious. The “one inch per minute” rule may apply in some other airframes, but in the PA46 world it is not applicable.

    Joe Casey’s aviation story began in 1990 with his first flight near Nacogdoches, TX in a Cessna 172. From lift-off, Joe knew he would have a lifetime passion flying just about anything that will leave the ground…He was completely hooked.

    Along with being an FAA Designated Pilot Examiner (DPE), Joe is an ATP/CFI-AHMG and Commercial Rotorcraft/Glider Pilot in the civilian world and also a UH-60/AH-64 Pilot-in-Command/Instructor/Examiner Pilot in the US Army Reserves.  His passion for the last 19 years, however, has been the PA-46 Malibu/Mirage/Matrix/Jetprop/Meridian. Has has amassed over 6,500 hours in various PA-46 airframes and believe it to be one of the finest flying machines available for the serious cross-country pilot with an eye for efficiency.

    Now, Joe has flown more than 12,200 hours in just about every imaginable environment. Whether providing initial/recurrent training in the PA-46’s, TBM’s, instructing in NVG’s in a UH-60 Blackhawk, flying the King Air series of airplanes, giving tailwheel endorsements, or taking kids flying for the first time, he simply loves flying machines and the people who fly them.

  • Cirrus Alternator Failure

    A Cirrus is an electric airplane.  There are no vacuum pumps and therefore no vacuum driven instruments. The Klapmeier brothers did this on purpose, trying to make it a modern airplane.  No vacuum systems means no vacuum pump failures, hence there is a lower likelihood of instrument failures in IMC.

    What Cirrus did instead was put a lot of electricity producing and storing devices in the airplane.  All SR20 and SR22s are equipped with 2 engine driven alternators and 2 backup batteries.  Alternator 1 is a 28 volt alternator (the amperage varies based on whether or not you have an air conditioner) while Alternator 2 is a 28.5 volt alternator.  There are 2 24 volt backup batteries, as well.  Battery 1 is also used for starting.

    In traditional airplanes that have 1 alternator, an alternator failure can affect a lot of things.  Depending on how many electronics are in the airplane, the battery can get depleted quite quickly.

    The Cirrus electrical system is quite ingenious.  It’s a little bit different based on whether you have an Avidyne Cirrus or a Garmin Perspective Cirrus.  I will discuss that further below.

    The main goal of this article is to talk through what happens in the event of a #1 Cirrus Alternator Failure (an Alternator 2 failure actually isn’t a big deal at all, though Alt 2 is required for IFR flight), the procedure for trying to fix it, and a technique I have developed that makes the pilot’s job easier.  First, let’s go through the #1 Cirrus Alternator Failure procedure.

    Alternator 1 Failure

    In either avionics configuration, the Cirrus Alternator Failure procedure is the same.

    • Check and reset the circuit breaker for Alternator 1 (Reset only once)
    • Cycle the Alternator 1 master switch
    • If Alternator 1 doesn’t come back online, leave the Alternator 1 master switch off and shed load on the battery

    Avidyne Entegra

    The Avidyne Entegra has 2 busses, the Main Bus and the Essential Bus.  Alternator 2 isn’t set to come on until the engine RPM reaches 1700.  While on the ground, Alternator 1 runs both the Main and Essential Buses.  In the air, Alternator 1 runs the Main Bus and Alternator 2 runs the Essential Bus.  Since Alt 2 is 28.5 volts, the higher voltage won’t allow the power from Alt 1 to cross over and run the Essential Bus.  There are also 2 one-way directional diodes that prevent the voltage from Alt 2 to cross over and run the Main Bus.

    Having said all that, when Alternator 1 fails, Battery 1 is now running the items on the Main Bus.  There are a significant number of items on the Main Bus which causes the 24 volt battery to quickly lose it’s charge. This precipitates the need for shedding load.  Items like GPS 2, the air conditioner and aircraft lights can all be turned off.

    In the above scenario, Alternator 2 is running the Essential Bus still that has all the Essential items on it.  Those include:

    • The PFD
    • Flight Instruments and associated Avidyne computers
    • Engine Instruments and associated Avidyne computers
    • GPS 1
    • Com 1
    • Nav 1
    • Autopilot
    • Stall Warning
    • Charging Battery 2

    Note 2 important items that are not on the Essential Bus:  the flaps and the landing light (which is very handy at night).  Those two are only on the Main Bus, which Battery 1 is now powering.

    Let’s further enhance our scenario.  You are flying over Nevada (quite remote and not a lot of airports) at night, 30 minutes from the nearest airport when your Alt 1 fails.  When you get to the airport you are planning on landing at, you want to have your flaps and your landing light, but we don’t know how long Battery 1 will last.

    The solution (this is where my technique comes in):  Turn off the Battery 1 master switch.  This is an easy solution to ensuring you have battery power to use your flaps and landing light.  Instead of going through and shedding load, simply turn off the source.  You’ll still have all the above items on the Essential Bus, which is all you need to keep safely flying.  Then, when you get to your landing airport, turn Battery 1 back on to utilize your flaps and landing light.

    Garmin Perspective

    Cirrus wired the Garmin Perspective plane a little bit differently.  There are now 2 Main Buses along with the Essential Bus.  Alternator 1 runs Main Bus 1, while Alternator 2 runs Main Bus 2 and the Essential Bus. Both Alternators are running all the time.  The Alternator 1 Failure procedure remains the same.

    The cool thing that comes along with the second Main Bus in the Perspective is the amount of items you still have available to you in the event of an Alternator 1 failure.  The only items you lose will be:

    • Yaw Damper
    • Landing Light
    • Air Conditioner and associated components
    • EVS Camera
    • 12 Volt power supply in armrest

    Everything else is powered off of Alternator 2.  That’s not much.  The only item you really want on the above list is the landing light if you are going to be landing at night.

    Follow the Alternator 1 Failure procedure, then do my technique again.  Turn off Battery 1 to save the battery power in order to use the landing light when needed.

    Cirrus did a great job creating an all electric airplane with plenty of backups in case something fails.  I focused mainly on the Alternator 1 failure here.  If Alternator 2 fails, the system is wired for Alternator 1 to run everything while still charging Battery 1 and 2.  No big deal.

    In my experience, turning off Battery 1 to conserve battery power is just a simpler solution when shedding load in the event of a Cirrus Alternator Failure.

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