donkaye, MCFI

I've had several students upgrade their G1000 WAAS airplanes with the GTX 345 and none of them can get TargetTrend. I've also transitioned a number of students with WAAS G1000 airplanes and the GTX 345 and none can get TargetTrend. If you don't see a GREEN line, you don't have TargetTrend, you have a WHITE line and it's Absolute Motion. If you do have a G1000 airplane with TargetTrend, please take a picture and post it, as it was my understanding that it wasn't possible except with the G1000 NXi. Always willing to learn.

This panel can do more than the latest Acclaim Ultra--I think. One of the most important things it does is provide TargetTrend on the G500, GTN 750/650, Aera 796 and iPad. Maybe the Ultra G1000NXi can do that, but none of the other G1000 Mooneys can. It also has ADS-B out on both 1090 and 978, so doesn't need a GBT to provide ADS-R. Since this picture was taken, the panel has been further upgrade by replacing the ESI 2000 with the ESI 500 that provides an additional Navigation display from either GPS. Also I replaced the GTX 330ES with the GTX 335 which has a much better display and better menu system. Not shown because they are remote are the Active Traffic GTS 800 and Passive Traffic GDL 88, WX 500 Stormscope, GDL 69a for XM Weather and Radio, FS 510 for Database Concierge and iPad interface, FS 210 for backup AHRS and iPad interface, GMA 35c Audio Panel with Telligence for nearly hands off operation of the GTN 750, and the KN63 DME that I kept from my original setup. When Garmin certifies the GFC 600, I'll be first on the list to have that installed, as a further upgrade.

Paul, you probably have your displays set up the way you want them, but I really don't like having the Terrain on the number 1 Map Page for the G500 or the Map Page of the GTN 750. It covers up too much. With 1 tap you can put Terrain on the 750 when wanted, and one click on the G500 if you put Terrain on the number 2 Map Page.

The 17th of this month marks 50 years to the day I took my first flying lesson. Have things changed since that time! One radio and a VOR in that Cessna 150. It used to take 4 hours to plan a 30 mile cross country. (Now it takes 10 minutes to plan a cross country across the whole US assuming no weather enroute). For the instrument rating two radios and 2 VORs; no DME. Yes, an ADF, too. But its been the last 15 years where technology "steamed" ahead. As a former EE, I really like purposeful button pushing. To do it properly requires reading and understanding a lot of manuals. I spent several months reviewing the manuals for the G500, GTN 750, GTN 650, ESI 500, GMA 35, MVP 50, WX 500, GTX 335, GTS 800, GDL 88, GDL 69a, FS 210, FS 510, Aera 796, Garmin Pilot. And, of course, manuals of the things I kept before the update, the KFC 150 and Miniflow L. For decision making on the upgrade, I read and studied the manuals for the Aspen and JPI 930. Now do I really want to review and try to remember how to operate the E6B or some of the earlier GPSs? It's enough trying to remember how all the new equipment works let alone remembering how the useless old tools work. Worried about total electrical failure; GPS failure; PFD Display failure? To handle that Mooney was kind enough to provide: dual batteries and dual alternators. Garmin kind enough to provide dual GPs. L-3 kind enough to provide the backup PFD with navigation. Garmin Pilot when everything else fails. Looks like 8 levels of redundancy, therefore, another reason to forego learning earlier technology.

Should we learn how to use an Abacus? An old adding machine? A manual 1940 typewriter? A slide rule? It's great that they were around to help save time in the olden days, but they are useless in today's world. So is the E6B. There's enough new useful technology to teach students how to make flying safer. We need not waste time on the old. Like the Commodore 64 and the Model T Ford, a good place to view them is in a museum.

I wouldn't even begin to consider teaching in MY airplane. A student flying my airplane---NEVER!!!

Yes.

I'd keep the 210 if I were you. You can still get the 510, As mentioned, the 210 has the built in AHRS that the 510 does not have. I like the independence of that AHRS feeding both my iPad and the 796. BTW, I have both GP and Foreflight and prefer the latter, as I know it better. I may be wrong, but I don't think Foreflight shows TargetTrend Traffic, one of the best things about having a traffic system.

I have a 750/650 combo. I use the 750 for AIR Communications and the 650 for Ground, ATIS and Clearance. That means I Get the ATIS in the air from the 650. At 15,000 feet coming into Ogden for the Eclipse I picked up the ATIS at least 100 nm out. This is comparable to my old KX 155 that I used for the same purpose. I've noticed no range problems on either radio and I don't not have the higher powered GTNs.

It wasn't. I spoke with Trey about the conflict a couple of months ago and he said it was a hotel booking problem. It also conflicts with the Offspring Concert in Mountain View that week end. The first time I'll miss them in the Bay Area since I first started working with Dexter over 20 years ago.

1. Understand the Pitch/Power relationship for flying any airplane perfectly. (In my notes with each video). 2. Know the elements of the perfect landing. AIRSPEED CONTROL and just as important, SLOPE MANAGEMENT. 3. Get my Video to put the above all together. http://www.donkaye.com/donkaye.com/Perfect_Your_Landings.html The C Model is a particularly easy airplane to land.

Firsts off, I went through a couple of 510s before I got one that worked, but I was one of the first users. 1. Turn on the avionics in your panel. When the 750 or 650 first screen comes up DON'T TOUCH A THING. DON'T GO TO THE NEXT PAGE. The top of the screen will show a line that says to connect to the WI-Fi network. 2. Without opening GP open your iPad and go to Setting. You should see a 510 there. Join THAT network. 3. Now go back and open GP. The databases to be transferred should show up on your panel mounted avionics with check marks next to them. Tap START and they should transfer quickly EXCEPT for the FlightCharts database. This takes about 10-15 minutes. It's long enough that I take the card home and transfer it manually. For more information on this process open GP and tap on Connext, then tap on Flight Stream 510. If it isn't connect to anything then the step by step procedure is listed there.

I posted this to the other email lists, but for those who don't subscribe this is what I said: Some days are in a league of their own, and today was one of them. First a great show put on by the Blue Angels. Then two shows in Theatre in the Wood. The first was an hour of Q & A with the Blue Angels team. Excellent questions both from adults from young children and lots of humor from the pilots themselves. In particular “Boss” jokingly saying they were lead in group for the main show, the Apollo Astronauts. Got lots of laughs. This is probably the last time many of the Apollo Astronauts will get together as a group in one place. Their age was showing. David Hartman interviewed them and from the “horses mouths” came the history of the whole Apollo Program. Buzz Aldrin, Jim Lovell, Frank Borman, and of course Gene Krantz, among many others. Listening to the Apollo 13 story from Jim Lovell and Gene Krantz was spellbinding. Then there was the story about how the famous picture of the Earth rise came to be taken told by Jim Lovell. All the while this was going on there was the quarter Moon in the sky behind the stage…..we listened and watched the Moon…

Form me: Hangar: 6,600 Insurance: 2,600 Taxes: 1,500 Annual: 6,000 average Fuel at 120 hours/year and 4.50/gallon and 18 gal/hr: 9,720 Oil Changes: 5 at 200: 1,000 That's 26,820. Then add 10,000 for unexpected maintenance expenses: $36,820. This is realistic including the 10K miscellaneous. Miscellaneous might include Batteries at 500 a pop, spark plugs, exhaust maintenance, turbo and waste gate overhaul, possibly some cylinder work as time goes on, O2 cylinder checks, prop o ring overhaul, reserve for engine overhaul (expect at least 70,000 for that) and on and on.

Thanks, I added a little more to the posting.

Yes, it does cost more to own a Bravo. The simple solution to that is just don't own one if that is uncomfortable for you. My simple rule of thumb that has served me well over my lifetime is to not have more than 10% of your net worth in things you don't need. Then the value of those things don't make much of a difference in your life or lifestyle. The other thing you can do is find a way to mitigate the cost of something you want badly. In my case while the value of the things I don't need are much less than 10% of my net worth, I've helped myself even more by offsetting the cost of the airplane with my flight instruction, an endeavor I really enjoy. With the above philosophy, I don't care what the value of the airplane is. It could be zero and I wouldn't care. One thing I can tell you is that with this philosophy I am going to have everything I want when it comes to the airplane and that includes the GFC 600 when it becomes available for the Bravo. For the other 90% of my net worth, that allows me to not care about the last 10%, I do care about how money is spent, and, therefore, a great deal of attention has to be given to that area, too. Having said all the above, for those in the 10% situation described, Bravos are an absolute steal right now. What an airplane! In coming to Oshkosh it was 2:45 from San Jose to Ogden, then 3:49 to Sioux Falls with a stop in Gurnsey, then 1:46 to Madison where the plane is hangared for the week. It's a true Magic Carpet.

Gains of which I don't understand are not set up correctly, but after spending $5,000 with people supposedly knowledgeable without success, I'm not willing to spend any more money on it. The plane flys acceptably, just not perfectly. Overshoot is within the specs on the autopilot.

In GPSS mode all works perfectly. In HDG, NAV, and APR I have been unable to completely eliminate "wing rock", especially when speeds are under 110 knots. WRT the GAD 43e which handles ALT Preselect and VS, unlike the digital APs like the GFC 700, altitudes are overshot by 40 or 50 feet, but do return to the preselected altitude after a time. This is within the specs of the KFC 150. I recommend getting both anyway. When the the GFC 600 is STC's for the Mooney, you have the option of going all out with a digital AP with many more functions that the KFC 150. I'll be first on the list for purchasing the new AP with its added versatility and safety features.

You are right about that. I have never really gotten the KFC 150 to work as well as I would like it to when interfaced with the G500. Plus, all the extra safety features being added are worth the cost to me. So, I'll be first in line when it gets approved. And just when I thought there would be nothing else that I could possibly want for the plane. The Bravo is the perfect plane for me compared to buying a turbine airplane. Fast enough, reasonably cost effective compared to a turbine, and when it comes to upgrading waaaay less cost to do an upgrade. Today, 2:45 San Jose to Ogden on the way, first to Sioux Falls to do a Training with a person having some difficulty with his landings, and then on to Oshkosh to talk Garmin into getting the GFC 600 STC'd for the Mooney .

I am and will push for Mooney going to the top of the list.

A 75% power my CHTs are around 360° max without opening the cowl flaps. I have the MVP-50 on highest CHT and EGT so I monitor it closely and often.

Some AC is better than none, but I haven't found it to be as effective as it should be. Except for training, the Turbocharged Mooneys can get to cool air in about 10 minutes in the hot country.

Not me. Those with an Acclaim would be lusting after mine...except for the little extra speed of the Acclaim.

Yes.

My numbers on the 231 say at 75% power ROP it's 13 gph compared to the Bravo at 18 gph at 75% power.