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donkaye, MCFI

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Everything posted by donkaye, MCFI

  1. donkaye, MCFI
    Yikes! 38"MP is too high!!! Even though that is red line, 100% power is usually around 34½" and varies somewhat with temperature down low. If you're unhappy with that, then you're going to be very unhappy when you have to spend $87,000 including R&R on a new reman before 2000 hours TBO because you're running over 100% power. Have you looked at the Red Lycoming Book re MP vs Altitude? Sorry to be so harsh, but you are asking for nothing but trouble if you continue with those high MP. Your mechanic should be ashamed of themselves if they set the MP up that high at sea level. What field length for takeoff are we talking about? More importantly what is the landing field length? The POH gives you the numbers to expect. You shouldn't be flying into fields of less than 2300 feet at sea level. If you're trying to get into shorter fields, then you probably are flying the wrong airplane into those fields. I wouldn't take a student or be in a Bravo landing at a field less than that distance.
  2. donkaye, MCFI
    I had thought that the only time the fuel gauges need to read accurately was when they read zero. The FAA kindly reminded me that was not the case, after a student's airplane we were training in turned out to have fuel gauges frozen in place. Part of the requirements for airworthiness in the US is having working fuel gauges (90.205(b)(9)). Yours are not working correctly. In the US your airplane would not be airworthy. I would have your fuel gauges or fuel system repaired or you are asking for trouble.
  3. donkaye, MCFI
    Let's say the GFC 500 costs even $9,000 more than the KFC 230. You're getting light weight new brushless servos for the difference. The 230 uses the same 20-30 year old ones used with the KFC 150. They are heavy and very costly to repair. In fact you can buy 2 Garmin GSA 28 brushless servos for the cost to repair one BK servo. You get what you pay for. In fact much more with the Garmin GFC 500.
  4. donkaye, MCFI
    My net cost for the GFC 500 with all four servos after sale of the ESI 500 and KFC 150 parts was about $19,000, surprisingly about the same cost as the KFC 150 was nearly 30 years ago (as shown on the purchase invoice for the airplane from Mooney), but with a whole lot more functionality.
  5. donkaye, MCFI
    I spent over $6,000 with both Autopilot Central in Tulsa and LAC in San Jose trying to get rid of "wing rock" after the interface of the KFC 150 to the G500. Never did fully get rid of it. After an installation issue causing oscillation in pitch and finding that the elevator and yoke needed to be well lubricated, the GFC 500 has flown on rails in all attitudes whether level flight, turns, or on approach.
  6. donkaye, MCFI
    Having had the ESI 500, I'll have to disagree on the utility of the ESI 500 over the G5. It has so much more information, (standard rate turn icons, FD, density altitude display on the ground, OAT and TAS displayed at the same time, navigation source displayed, ESP icons for the GFC 500, and sync'd baro setting with the G500 TXi). It doesn't have SVT, which I had on the ESI 500, but didn't find very useful. With the GI 275 in place for the G5 for the GFC 500, it does have SVT.
  7. donkaye, MCFI
    The GFC 600 has a built in AHARS, no requirement for GPS assisting for ILS/LOC/VOR approaches, control wheel steering, automatic "transition to Approach" from VNAV, more robust servos, and interfaces with more products. Having said that and having had the GFC 500 for over a year now, it is hands down the best autopilot I have flown, including those in the older Citation. Knock on wood, I've never had an issue with being unable to fly an ILS due to a lack of GPS coverage, or surprisingly, the need for CWS. The likelihood of Garmin certifying the GFC 600 for the Mooney is next to ZERO. (As told by a Garmin Rep a few years ago.) Steve, your panel looks great! Put in the GFC 500 now. You'll be glad you did. Of course, you will also need to switch out your ESI 500 for either the GI 275 or G5.
  8. donkaye, MCFI
    Are you testing the 2nd Class Medical eye exam?
  9. donkaye, MCFI
    You're very right, flying a jet in normal conditions is very easy, but I was referring to getting the Type Rating. I got it from Flight Safety and absorbing the knowledge part was like being hit with a fire hose that never turned off.
  10. donkaye, MCFI
    I'll add my congratulations, too. But it's only the beginning. You seem to be on a roll. The Single Engine ATP is really pretty easy. It's just an Advanced Instrument rating. Not that many people go for it, but it was fun. I just grabbed the Gleim Book and hid out for a month studying. Breezed through the test and then the Practical. That set up for the CFI and then the CFII. You would enjoy doing that. There is nothing like teaching in actual conditions, especially basic attitude flying. You've got to be on your toes. And then there is the Multi. I never thought I'd do it, but when an opportunity presents itself, you go for it. In my case that came when a student bought a King Air and asked me if I wanted to train with him. I said, "absolutely", and found an MEI with access to a C310, just a great airplane for the Multi for anyone with aspirations to fly bigger iron. So my first multi rating was the Multi ATP add on. Then it was on to the MEI. Nothing like teaching the Multi rating to really learn about multiengine airplanes---and how to be careful with them. I think I did about 15 of those in a short period of time. And now you're ready for the big time---Jets. Again, as luck would have it, the same student who bought the King Air bought a brand new CJ1 and invited me to train with him. So that was how I transitioned to Jets. So, Jolie, your turn now. Keep us advised of your adventures.
  11. donkaye, MCFI
    Don't file a claim? Keep or sell the avionics that are worth more than the insured value of the plane. Buy liability insurance only?
  12. donkaye, MCFI
    I asked my avionics tech about your issue before I gave my last response. Your avionics guy should be able to check your wiring. It should only be a one wire change if that is the problem. It should be done by an avionics person.
  13. donkaye, MCFI
    Age. I'm told it's best not to move after a certain age. Correct me, if I'm wrong.
  14. donkaye, MCFI
    Well, not exactly. You get the first part of the course for free. The remainder you pay for.
  15. donkaye, MCFI
    I, also, would recommend flying with a Mooney Specific CFI only. Why would anyone do a Flight Review with someone who has no experience in your model airplane? You're not going to go to an Orthopedic Surgeon for a heart problem, so why would you go to someone who knows nothing about a Mooney for instruction in that airplane? Find someone who knows all of the subtleties of your airplane, and you will make much better use of the flight review.
  16. donkaye, MCFI
    I do think it is important to do the flight review in the plane you fly most often. I personally don't do the traditional flight review anymore. I think more benefit comes from doing a phase of the WingsProgram where, as an Instructor, I can concentrate on the flying and the student gets more benefit from doing the 3 required Knowledge requirements online. There is also a benefit to the student if they should unintentionally break an FAR in that you get one free "Get out of Jail" card every eighteen months.
  17. donkaye, MCFI
    My recommendation: Don't do cross controlled stalls in a Mooney. http://www.donkaye.com/donkaye.com/Inadvertent_Spins_in_a_Mooney.html
  18. donkaye, MCFI
    This is how I have mine set up. http://www.donkaye.com/donkaye.com/Battery_Minder_Setup_for_the_Mooney_TLS.html
  19. donkaye, MCFI
    So, Paul, you are actually flight instructing?
  20. donkaye, MCFI
    If I were the FAA, this pilot would have his license revoked and, if a fine is possible, fined to the max. His anti-authority attitude makes it even worse. Looking at his position in the Airspace, he endangered other people. The Controller should be commended for keeping her cool as well as she did. You are not entitled to enter Class Bravo Airspace. In fact, most times when asking for a clearance into a Bravo, it is denied for small planes. Even on an IFR flight plan, as a small GA airplane, I am vectored around it in the Bay Area. This pilot is a disgrace to the GA pilot community, and the Henderson Controller should be ashamed of himself for apologizing to him.
  21. donkaye, MCFI
    In my case I fly many, many airplanes. If you want a Garmin handheld, you have no options but to use a Garmin receiver.
  22. donkaye, MCFI
    I think it is a matter of preference and what you feel most comfortable with. Step downs are better documented on Jepp Charts, but there is a nice airport diagram on the Garmin NOS Charts. I watched a webinar on the 760 and some other products. I asked about Jepp Charts, and Garmin answered that they were available. I don't think these people knew what they were talking about. I do think they will become available at some point.
  23. donkaye, MCFI
    Unless the airplane has a means of getting XM or ADS-B weather to the iPad or you bring along some type of receiver like the GDL 50 series to do it, the iPad is pretty useless for cross country flying where weather issues are involved. In flight instructing I'm often tasked to ferry airplanes around the country or help someone bring an older airplane home. They often have old avionics without weather capabilities. The Aera 796 allows me to "normalize" any airplane for travel around the country with weather and all other aviation specific tasks I need. I don't leave home without it. Of course I take an iPad for easy filing and briefing, but in flight the 796 is King.
  24. donkaye, MCFI
    This isn't surprising, since to download the Jeppesen database for the Aera 796 with JdmApp, Jeppesen needs to enable your 796 for download.
  25. donkaye, MCFI
    If the 796 Charts would work and you buy a key for the iPad, the Charts should be an additional $60, as a bundle. At least that was the way it was last year. The US coverage for the iPad was $199 last year. With Boeing having bought Jeppesen, who know what is is today. Worth a try for $60, if you have an iPad subscription. I'm a gadget guy, too, and have bought nearly every Garmin handheld since they came out with the GPS 90. I like the features of the 760, but having to buy the bulky GDL 51 for XM weather, and potentially no Jeppesen interface is a complete deal breaker for me. I'll be passing on this unit---for now.
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