donkaye, MCFI

And, yet, with all the students I have had and have, not one has an Avidyne unit. Many have the GTN 750 or 650. I looked through the comparison chart and some of it is now incorrect, like pinch zooming, after the latest system update to the GTN series. The Avidyne seems cluttered to me. Everything discussed as a defect in the comparison has been an absolute non issue with me. If you have the 750 there are so many other useful things it has, like database Concierge if you have the FS 510, Database syncing, and Tellegence (if you have the GMA 35c) with over 300 verbal commands that means you don't have to touch the unit to show all pages, have the unit speak to you regarding ETE, ETA, WINDS, ETC, load frequencies for you without looking them up just by saying, for example, "Tune Destination Tower", and on and on. Just one happy Garmin customer.

Wayne Fisher passed away a couple of years ago. He is missed...

There are probably a number of potential buyers who could afford a new Ultra. The problem is that why would they do that when they could pick up a fantastic Bravo at give away prices, put $100,000 into a top of the line panel and end up with a similar airplane for ¼ the cost all in?

The GTX 335 will provide the ADS-B Out Solution. Since you have ADS-B In on both frequencies with the GDL 39 you should be provided with the complete ADS-B In and Out Solution albeit displayed only on the iPad and/or some portable Garmin GPSs like the 796 or 696. See below for compatibility. Garmin GDL 39 ADS-B Receiver for iPad (Bluetooth) - from Sporty's Pilot Shop.webloc

Most everything has been discussed above, but here is my summary: For the GTN 750 to follow GPSS inputs you first need some sort of converter to convert the GPS output to a Heading that feeds a GPSS/Heading switch connected to the KFC 150. This is usually the G500, or Aspen, or DAC 31. Assuming you have one of the 3 converters, then the switch should be set to GPSS and Heading on the KFC 150 should be enabled. GPSS is for LATERAL navigation only, no vertical navigation is provided. If you have the G500 and GAD 43e, you can still preselect your altitude and rate of climb/descent while tracking the GPSS course. As Paul mentioned, when flying an approach you select APPR mode once on the final approach course and the KFC 150 will change from Heading Mode to Approach Mode and follow both course deviation and vertical navigation just like an ILS approach.

I got a bit of a deal on the unit plus HUD at Oshkosh a few years ago. I think the Eagle plus HUD was around $2,200. The installation was combined with the installation of the FS 210 so I'm not sure what the cost would be. Mine was a little more expensive because I had it installed in the back instead of somewhere up front.

I have the Alpha Systems Eagle with Valkyrie HUD. Here are some pictures. The HUD should be in your field of vision. In flight I just put it down for obstruction free viewing out the window.

Paul gave a very good explanation of the Avidyne/Garmin difference. Having had and been using my panel for over 3 years now, and being a Garmin fan a lot longer than that, I just disagree with his conclusions. Every single time I open my cabin door to go flying, I know I made the right decision for me.

See attached PDF, the highlighted portion at the end. Garmin Introduces DG:HSI Version of G5 Display | Flying Magazine.pdf

If you're working on your instrument rating, then I recommend getting the G5 AI first. The Dual version is not available, yet. From now on I personally won't fly with or train anyone in IMC conditions who doesn't have a backup AI. The old method of training using the TC if you have an AI failure doesn't cut it with me for safety reasons when these new inexpensive products are available. Regarding GPSs; Avidyne has been talked about a lot recently and many people seem to like them, but to date with all my teaching I have yet to have someone come to me with an Avidyne GPS. So for resale value I'd still recommend a GTN 650 for a C Model. Also, with the FS 510 you have the availability of automatic database updates through the iPad. (I have no experience with the IFD 540 or 440, though). I like both JPI and EI, although I currently have the EI MVP 50, which is overkill for the C Model. For ease of interface I have stayed with one manufacturer where possible. In my case Garmin, since I particularly like their interface and frequency of system updates. That would more likely tie you to the GTX 345 for ADS-B Out and In with backup AHRS to display on the iPad for a backup to the backup.

It's usual to be vectored off the ILS for faster jet traffic in a short body Mooney in San Jose; not so in the long body. You're right that speed brakes would assist the slow down process in the short body Mooneys and would be a good addition to those based in Class B or C airspace. The Cessna 150 analogy related to the simplicity of the C vs the more complex Mooneys, not the quality of the C.

That just shows how many of them are out there.

After 8,900 hours of Mooney time, flying and training people in the C Model is like training someone in a C150.

None...or however anyone may want to use that experience.

For anyone interested: Don Kaye Mooney, Instructor, and Total Flight Time.pdf

No doubt, you really don't need them in the shorter body Mooneys. They don't go that fast. But, when in the shorter body Mooneys when teaching, I've many times been vectored out of the sequence going into San jose and vectored around until the line of 3 or 4 jets lands before being vectored back onto the the ILS. Time and fuel are wasted in those circumstances. Likewise, when I say I can give them 170 knots on final, they'll stick me in the sequence--no problem. Yes, they weigh 9 pounds. In my opinion it's worth going on a diet if need be to gain the benefit speed brakes provide. But over the past several years I've taken a different perspective on the financial aspect of airplane ownership. If I want it, I get it. For example, although my old style braking system worked just fine for 22 years, I decided I wanted the newer braking system. The price had doubled since the last time I had looked. I did it anyway, and love the new system. I understand that might not apply to others.

My take on the use of Speed Brakes is discussed in the following article I wrote. While not "must have" for everyone, they are "must have" for me. Since I am based in a Class C Airspace, I am often asked to keep my speed up as long as practical to accommodate arriving jet traffic. I maintain 160-170 KTS until 5 miles out, then use the speed breaks for quick deceleration. Coming into the pattern, normally I will come in at that same speed and wait till I'm about to turn base before slowing. Knowing your airplane well (your rate of slow down) is necessary for this to work well. Basically, I'm using a constant slope variable airspeed approach, making sure I'm flaring at about 70 knots depending on weight. That is NOT the way I teach, which is a constant slope constant airspeed approach. The former technique requires a higher skill level that can be achieved through practice by flying your airplane a lot. Bottom line, speed brakes, while another item in your bag of tricks, when used as discussed, bring much more utility and efficiency to flying your airplane. Speed Brake Use.pdf

I should mention one other incredible experience year after year, if you choose to either become a Lifetime Member of EAA or make a bequeath to EAA, and that is the First Wing Dinner each year, usually on Tuesday evening. It's free, outstanding and attended by nearly 1,000 people. Somehow it still has an intimate feel to it. The guest speaker each year has been beyond First Class. The year before last the guest speaker was Gene Kranz (Failure is Not an Option), who held everyone spellbound as he described the whole Apollo 13 mission. You were there with him as he went through all the decisions he made as that mission progressed to its famous and successful conclusion.

This year will be our 19th year in a row. We've been renting the same house all those years. I feel like I have a timeshare on that house. When I asked my flight instructor about 5 years before that how he could go year after year, I didn't get a good explanation. After attending the 1st year it was clear why he went. The people who go are amazing (I, too, usually don't like large crowds, but this is different), the organization of the event is better than any event I have ever attended in my lifetime, the grounds are kept immaculately clean, the seminars are presented by some of the best in the business, anybody who is anybody in the aviation world exhibits there, rebates on products are the best of the year (I saved nearly 10% of the cost of my panel upgrade as a result of Osklosh attendance) there are more airplanes of different types than you will see anywhere else, the daily airshows are the best in the country, the City is like those of my childhood years, AMERICA all the way), and so much more. If you love aviation, go once, and you will be forever seduced by it....

Whew! I'm really glad Mooney finally got their new planes certified, and I hope they sell a bundle of them. I had a fantastic trip from Santa Barbara to Chicago a couple of weeks ago in an Acclaim. I make 245 knots or greater most of the way, and had another great adventure stopping in some new unexpected places for weather issues. But, even after 3 years, the still unbelievable panel and its capabilities in my airplane will prevent me from even considering any other plane, Mooney or Jet. What will the future bring this Friday when Garmin makes its new product announcement? Another upgrade...??

Just one question. You're on Mooneyspace why?

Get ADS-B compliant with the GTX 345.

Yes. At gross see if you are getting book rate of climb at Vy. That will tell all.

Rick, I'm responding here instead of your email to me of several days ago. I've taken off at full gross from Leadville at DA of over 13,000'. Leadville marks their 6,000' runway every 25%. I was off before the 1st line. What was your MP at takeoff? How many hours on your engine? I have found that above 6,000' DA the Mooney does not really like to get book climb until about 100 knots. I leave the ground at high DA and keep the plane in ground effect until I reach near 100 knots, then climb at Vy. The plane immediately goes to 1,000 ft/min.

Used them in Accounting Plus and FMS 80, an early database program using my Altos Computer for the management of my 1st Real Estate Development. I was able to provide the Bank with information much quicker than they could get it from their big mainframes. Made financing the 2nd Development much easier. All with a computer having 64K of memory and those slow 8" floppy disks.