donkaye, MCFI

With age being a concern, without being asked I provided very extensive documentation to USAIG, the company who has insured my aircraft for most of the past 33 years of ownership. I'm not sure if it helped but they renewed with a several hundred dollar increase over last year. Documentation included participation in the Wings Program (Basic 20, Advanced 14), Website showing Instructing for the MAPA Safety Foundation, number of years being a Master Instructor, Recipient of the FAA Master Pilot Award, Participation in the previous Wings Program for 15 years, Copy of 2nd Class Medical, and details of total time in all aircraft flown including all models of Mooneys along with details of all instruction given.

You are correct. If you have an older GTN 750 and not the Xi there may be an issue, if the AFMS says you must change to VOR for the FAS, as it doesn't look like Garmin updated their manual. That is not the case with the latest GTN 750 Xi version. See attached. Since both models were certified to TSO C-129 standards, you would think they could both fly the VOR approach similarly. I deliberately left off a Localizer type approach, since the FAS must be flown with the CDI in localizer mode, as there is no way to monitor it with a bearing pointer.

I'd refer you to AC 90-119. PBN, Performance Based Navigation. Read especially Chapter 12. AC_90-119_Coord_Copy.pdf

Can a stand alone VOR (Not "or GPS") approach be completely flown using GPS as the primary source of navigation--especially on the final approach segment? Too many people either don't know the answer to that question, answer it incorrectly, or are confused by AIM 1-2-3 Notes (4) and (5). Careful reading of AIM 1-2-3 with support from AC 90-119 (draft) provides the answer. My intention is just to provide the answer without going into a long dissertation. The answer is a qualified, YES. Qualifications: 1. A WAAS RNAV system TSO'd under TSO-C129 capable of navigating the final approach segment. 2. The underlying VOR must be operational. Confusion arises by misinterpreting Note (4) in AIM 1-2-3. It states, "Pilots may not substitute (my highlight) for the NAVAID providing lateral guidance for the final approach segment). Note (5) says, "Use of a suitable RNAV system as a means to navigate on the final approach segment of an instrument approach procedure based on a VOR, TACAN, or NDB signal, is allowable. The underlying NAVAID must be operational and the NAVAID monitored for final segment course alignment". At first glance it appears that Notes (4) and (5) are contradictory. They are not. The critical word it SUBSTITUTE. Substitute in Note (4) means using GPS exclusively for the approach. Note (5) refers to using a "suitable navigation system" (for example a GTN 750) used in conjunction with the underlying VOR to run the approach. Thus a VOR approach can be run using "a suitable navigation system" (WAAS GPS certified under TSO-129) as the primary source of navigation as long as the underlying VOR is operational and monitored along the final approach segment with either a CDI or bearing pointer.

Something must be going on because my Bravo puts out plenty of heat.

Don't take it personal, but with over 11,000 hours of Mooney time both personal and as an instructor and 33 year M20M long body owner, I disagree with almost everything said above. From experience for best results the pattern on the long body planes should be flown: 90 kts gear and approach flaps on downwind, turn base while reducing power to a nominal 15" (12" on the Acclaims) and adding full flaps while trimming for hands off and no greater than a 3° nose down attitude (this automatically slows the plane to 80 kts). Anticipate and turn final such that the bank angle is not greater than standard rate, adjust power to nominally maintain 75 knots at midweight, and start the flare about 5 feet above the runway by slowly bringing the yoke back in a continuous motion such the you bleed the speed off at such a rate that you touchdown in about a 7° nose up attitude still being able to see at least 2 stripes ahead on a centerline striped runway. The long bodies using appropriate control manipulation (Throttle, MP, RPM, Speed brakes, Gear) can go down and slow down at the same time. The long bodies with their speed brakes can be smoothly slowed from 160 kts to 75 kts over a 5 miles distance when, for example, being placed between jets on an approach.

I guess I don't get that. I've had Jepp Charts on my iPad for years. Regarding Smart Charts: I used to have the approach plate on the iPad as a backup, and used the Aera 760 (or latest Garmin handheld) on the yoke as my primary chart source. No more. Smart Charts are so good that while I still use the 760 as my georeferenced approach plate track up as primary, the iPad stays on my lap as primary for briefing and getting critical information FAST. I looked at Forelight's Dynamic Charts. Watched the video. Played around with it some. Certainly not extensively, so didn't get good with them. In a few words, I won't be using them.

There are some nice things about the Foreflight Charts, but when all is said and done I think the Garmin Smart Charts are both easier to use and provide data in a more useful form. The overlays on Foreflight are better, since Garmin doesn't have any--yet, as well as both visual on lighting and 3D view of the runway.

Before you do anything have the retract springs replaced. They used to be fairly inexpensive, but have since increased in price. I replace mine yearly preemptively. That is likely your problem.

What were your sats? At 10,000 feet sats for 2 people were 94 for us; usable but not outstanding. At 12,000 it was down to 90 for me and Shirley was 91. At 14,000 it was an unusable 88. I tried only 1 person and it made no difference. I may carry it as a backup for flights below 10,000 feet, but unfortunately for me it is basically useless at the altitudes I generally fly cross country.

So I ran a test on my new Inogen Rove 6 today on the way to Rapid City from Oshkosh. It worked pretty well at the PPP in Cheyenne where my student and I used it at 10,000 feet. O2 saturation levels were about 94% at setting 4. That pretty well worked for me, although I prefer to have saturation levels of 96%. Today at 10,000 feet I couldn't get above 94% even on the highest setting go 6. Shirley maintained 96% so I kept her on the Inogen and I went back on ship's O2. My saturation level immediately went back up to 98%. At 12,000 feet even she went down to 90% so I put her back on ship's O2. So for low altitude we'll consider using the Inogen, but most of the time we are flying at 15,000 feet, so we won't be using it. I also reexamined using the O2D2. Previously I had a 5th outlet installed that allowed for a diluter demand mask. This outlet bypasses the altitude compensating regulator of the installed O2 system so I realized that this is what the O2D2 requires. I was hoping I could get a higher sat reading than my previously max of 93% at max setting. Once again even on the highest setting I couldn't get above 93% ever. Other people seem to have had success, so apparently even though I am in good shape my physiology precludes my use of the O2D2. When all is said and done, ship's built in O2, while more expensive to use, for me works the best, so that's what I'll be using. It's disappointing.

If you don't have Handicap Parking, you take a bus from the parking lot where you park and the bus stops right next to where the Scooters are rented. It's actually closer than getting there from Handicap Parking.

You are completely WRONG! AirVenture is the most organized event you will ever attend. They have their act together with more than 5,000 volunteers who joyfully are there to assist. Plenty of tables, many with umbrellas surround the food vendors, plenty of food vendors all over the venue, although expensive. There are many, many port-potties scattered at convenient places all over the venue and they are maintained throughout the day multiple times. No lines for them. No Smell to them. For over 650,000 people the grounds are kept immaculately clean. Traffic is as well organized as possible with "In" direction in the morning and reversed to "Out" direction in the afternoon. I will say, though, that it is a pain in the butt. Police man the main entry roads and control the traffic lights, and volunteers direct traffic once you gain entry. Busses are provided from the parking areas and have priority with their own special lane. The venue is huge and there are multiple trams that have various routes throughout the grounds. Anybody who is anybody in aviation is there hawking their wares in 4 large hangars. The new airplanes from the big and small companies are displayed outside. There is fly-in airplane camping parking surrounding all the runways; enough for the 10,000 airplanes that fly in. The RV area is like a city in itself. The "cream of the crop" air traffic controllers from around the country control all of the air traffic. There are forums in the forums area every day given by many well know speakers. The FAA also has a building and has seminars all day long. If you're a lifetime member of EAA, the Oasis on the front line has all kinds of snacks and tables for free in an air conditioned building. If you are a donor you step up even more and have access to the PHP house, that also has even better snacks than the Oasis. EAA hosts almost a dinner there from 4-6 Monday, Tuesday. and Wednesday. If you're a donor or exhibitor, AOPA puts on a great free breakfast and has an outstanding dinner at the Waters house of the Lake on Tuesday evening. Hundreds of people show up to that. As you get older, 4 wheel scooters are available to rent for the day and have enough charge to get you anywhere on the grounds. Many years ago I almost laughed at the thought of ever needing one but, alas, for the past year and now again for this year I've needed to rent one for my special person. Flying in with the Mooney Caravan was fun for a number of years. The camaraderie is great. However, I park in Madison and drive up to Oshkosh because I don't want to park on the grass for the week, and I found that by the time everyone had debriefed and I got set to fly back to Madison, the thunderstorms often started building. So I haven't flown in with them for the past few years. And then there is the pure adventure of traveling more than half way across the country, stopping at places you probably never would have seen, meeting people you never would have met (I've got some great stories of people I've met going to Oshkosh at fuel stops). This is year 25 and counting. I hope I've conveyed a little bit of the excitement of AirVenture, It's a lifetime experience not to be missed.

This is our 25th year. I fly into Madison and drive up. My mentor flight instructor used to go every year, but I thought it would be boring. Then I went, and haven't looked back.

That's what, Mark, from Top Gun says. He is also very disappointed in Mooney. He found out about the Lasar deal the same as us, on Mooneyspace. They tried to go on the Mooney portal to order some parts and couldn't get in. Expect parts prices to increase accordingly with probable decreased service.

I bought the complete Rove 6 (the latest Inogen) pilot setup from Jon at Pure Medical (888-747-7590) just before the Cheyenne PPP last month. I mentioned Beechtalk and got a $100 discount. Absolute GREAT customer service. He spent a lot of time with me answering questions. I bought the big 16 cell battery because I didn't want to deal with the step-down transformer in the plane. He did include it so I could use it anytime. The big battery is suppose to supply O2 for over 12 hours for 1 user and weighs an additional 1 pound. The pilot pack includes the following: "1 × Pilot Package 16 Cell- New Inogen Rove 6 Pilot Package Portable Oxygen Concentrator- Includes unit 16 cell battery, carrying case, AC/DC chargers, 2- 4' cannula, Y splitter, pulse ox, manual, and 5 year warranty" In using it in a C model at the PPP I just put it in the back seat. After 4 hours of use with 2 people at 10,000 feet, it still had over 4 hours of charge remaining. At setting 4 our O2 saturation levels were over 96%. I'm taking it to Oshkosh this week as a backup.

I got the yokes back and they are being reinstalled. They cost more that the above quote because I got them expedited to be done before Oshkosh. So the expedited cost was $750. Before and after below.

Being Hypoxic, they probably didn't know what they were doing.

The Bravo has a prop clearance of 11".

My comment about the Rocket was made in general, not this particular case where the plane was flown so poorly and with so lack of judgement that nothing could have saved it.

The pilot of N66JG did so many things wrong that I didn't even want to begin to get into it. The fact is that the Rocket was originally a 231 and was modified to have a much heavier engine with Charlie Weights needed in the rear. Couple that with the very small prop clearance and, if not flown carefully, a prop strike is easier to have than in other Mooneys with larger prop clearances. Also, the prop clearance could have been even less if the shock disks were in need of replacement.

Very nose heavy.

If ever there was an airplane that needs a gentle touch on taxiing, takeoff, and landing, it's the Rocket. I think the prop clearance is about 9". They have been known to have a prop strike while taxiing.

A well written analysis. I recommend sending it to Phil Corman who produces the monthly Mooney Flyer as an article worthy of publishing. I do a lot of transition trainings, and by far the thing that prevents me from signing a person off is the last 5-10 seconds of the landing. It can't be done by Rote mechanical motions. While proper approach speed and slope can make the flare easy for an experienced person, recognizing the rate of pull back on the yoke as it relates to reduction of sink rate, increase in ground effect, and remaining energy requires practice and feel. After years of teaching I know when that "feel" has been achieved. Sometimes it takes 20 landings on the low side and in rare instances it has taken 300. In reading the landing accidents that were the result of pilot error---with proper training they shouldn't have happened.

As those of us who installed the early GFC500 autopilot know, there was a batch of servos that were defective. After numerous servo failures were experienced, Garmin solved the problem and gave owners of the bad batch 5 years of extended warranty to get them replaced. I decided to wait until one of mine went bad before having them all changed. Well, the roll servo went bad last December. Since my installation occurred not near my home airport, I had a local shop do the replacements. They spent a lot more time than Garmin had allowed so I got charged for the difference that amounted to over $1,300. I was not very happy, but all of the servos worked so I begrudgingly let it go. Following the issue on Beechtalk and maybe here on Mooneyspace, I discovered that I was one of the only ones who had been charged. I wrote a letter to Garmin describing the situation. About a month later I unexpectedly got a call from Ryan Owens from Garmin asking me about my situation. He said he would look in it. Several months went by and I heard nothing. Memory dimmed and I let it go by the wayside. I got a call from him today. He said he had been thinking about my problem and he wasn't comfortable with the outcome. He asked me if I would be satisfied to have a full year Onepak database subscription to satisfy the situation. I said, "Yes, and thank you". This isn't the first time Garmin has come through for me. I had an out of warranty Aera 760 have an issue and they did an exchange for no cost. Many have asked why I am such a Garmin supporter. In addition to liking the way their products work, I have had this kind of support throughout my dealings with them and I will continue to support them as they introduce new products that I didn't even know I wanted.