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donkaye last won the day on January 11

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About donkaye

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  1. donkaye

    IFD not talking to KI256?

    If it's wired property it certainly should.
  2. donkaye

    Porpoising leads to gear collapse accident

    In my opinion not true. Proper slope and airspeed coupled with a smooth transition to the landing attitude will practically guarantee a perfect landing.
  3. donkaye

    Porpoising leads to gear collapse accident

    As a rule of thumb, as has been mentioned before, for every 1 knot of airspeed over nominal airspeed, the landing distance will be increased by 100 feet. So 10 knots too fast and you will be taking up an extra 1,000 feet of runway. Your landing distance had been determined by the time you hit ground effect. You can't expect to force it on any sooner and expect things to "work out". They won't. It's critical to touch down in the landing attitude (about 8° nose up) no matter what speed you come over the threshold. You can't have a prop strike if the nose it up. So it is incumbent on you to come over the threshold at the correct speed, especially on a short field.
  4. donkaye

    IFD not talking to KI256?

    Sorry, don't know anything about the IFDs, but it you activate any leg of an approach or go direct to any point on the approach, you have activated the approach.
  5. donkaye

    ADS-B Garmin 327 to 330ES swap

    Why do double duty with ADS-B? Spend the extra money now on the GTX 345 and use it when you do your upgrade later.
  6. For the G500: To preselect Altitude and Vertical Speed do the following; 1. Press and hold the ALT Button. 2. Twist the knob to the Altitude you want to go. This Arms the Altitude. 3. Press and hold the VS Button This Engages the VS. 4. Twist the knob either counter clockwise or clockwise to select the climb or descent rate. It sounds like I may be disappointed with the G500 TXi solution, but maybe not. I do not intend to add the GCU Unit. My Display is scheduled to arrive next week and take a couple of days to install. In playing with the Sim here is the way I would handle it. Unfortunately the Sim doesn't show Arming either ALT or VS. Heading is the default so given a heading change just twist the knob as you would with an HSI. Then for an Altitude change I would twist the outer knob to ALT and the inner knob to select the Altitude. Don't know how to ARM yet, but from the above sounds like a screen tap to ARM. Should just be able to push and hold the inner knob to ARM ALT, but it sounds like that is not an option. For VS Twist outer knob to VS and inner knob either clockwise or counter clockwise to set climb or descent. I'd forget about trying to do it with the screen alone. Too time consuming. Using the knobs, I think everything can be done as quickly as with the legacy KAS 297B.
  7. donkaye

    To buy or not to buy? Rocket 305 TSI-520-NB

    The problem is the Top Hat. I've attached a spreadsheet for the Rocket Weight and Balance. The CG range is from 40.6" to 49.3". But from 40.6 to 45.1 the plane is practically useless due to being above the envelope for any reasonable pilot and copilot weight. Do some "what ifs" with the spreadsheet to see what I mean. wb Version 3.8 231 Rocket.xls
  8. donkaye

    To buy or not to buy? Rocket 305 TSI-520-NB

    The Rocket is an interesting airplane. I've trained numerous pilots in them. They climb better than the Bravo. Really it is a 2 person airplane. It has a screwy weight and balance envelope that makes flying 3 or more people impractical legally, since the fuel capacity is greatly reduced to stay within the envelope. With proper training a low time pilot can transition to the higher performance airplanes reasonably easily. I have found it easier to transition low time pilots because they are more willing to listen to experience than higher time pilots who think they know it all--but don't. The plane does go fast but sucks up a lot of fuel in doing so. Having had a Bravo for almost 26 years now, I prefer that airplane and the other long body planes over the Rocket. The above comments (for what they're worth) are the results of 11,000 GA hours flying time 9,200 of which are in all types of Mooneys and over 6,000 hours of instruction given over the past 25 years.
  9. donkaye

    Turbulence + V = chicken

    With a little weather experience it is reasonably easy to predict the occurrence of turbulence. In the past 26 years of airplane ownership I have been stopped by turbulence once. it was over Wyoming in the afternoon and there was no option to mitigate it. I've attach an article I wrote a while back that might be of interest on flying turbulence. Nobody really likes it and flying a 3,000 pound airplane in expected moderate turbulence is no fun and in my opinion should be avoided if you want passengers to fly with you again. The Mooney structure is really strong and remember it is certified for 3.8g meaning the wing can carry a load of 3.8 x 3,000 pounds or 11,400 pounds. Turbulence would have to be strong to load the wing to that amount. Having said that, if there is a significant amount of turbulence and I've used all the mitigating choices discussed in the attached paper before I call it quits and land, I'm definitely not flying above the top of the green arc. If it's uncomfortable enough to slow to maneuvering speed, it's time to land and call it a day. As a private pilot, do you really need to be flying in those conditions? On Flying Turbulence.pdf
  10. donkaye

    GDC 31 will it work

    If you have to do that, I'd just buy the unit new because between the STC purchase and the 3rd party purchase price you're paying nearly full price anyway and you'll have a warranty period.
  11. donkaye

    GDC 31 will it work

    Yes, it will work very well. As Don said below, you won't believe what a difference it makes in flying the autopilot. I've had a number of students with that combination.
  12. donkaye

    poweroff 180

    Yes, it is from experience with conscious attention placed on the proper slope recognition. No, not by a small attitude indicator that has nowhere near satisfactory resolution. By the time a transitioning student is ready to be signed off by me they recognized the nominal 3° slope that will lead to perfect landings every time when combined with the proper speed. It is so important that I spend probably more time on slope management than on speed control. Unfortunately, I haven't met ANY instructor who has recognized the issue, so they miss a more effective way to teach good landing technique.
  13. donkaye

    poweroff 180

    I just expanded on the usefulness of the 180° power off approach and landing. Even in the pattern, slope management is critical to a safe outcome engine out or simulated engine out.
  14. donkaye

    poweroff 180

    Really? Examples: 5,000 ft = 10 minutes, 10,000 ft = 20 minutes, 8,000 feet = 16 minutes, 4,500 ft = 9 minutes. Practically no thought at all.
  15. donkaye

    poweroff 180

    In my opinion the configuration one should use is dependent on the SLOPE to the airport at the time of engine failure. I like to see at least 6°. That gives a 3° safety factor. If the slope falls below 3°, there is a very good chance that you will not make the airport and immediately start looking for an off field landing spot. This can be confirmed in several ways: 1. If you have a G500, you are in the best shape to quickly determine if you can make it. After going to best glide clean and with the prop all the way back, set in the field elevation as the base altitude (worst case situation instead of TPA) and see if the range arc shows past the airport. Since wind is automatically taken into account, you have the best of all worlds. 2. Most people have GPS so, after setting up best glide as discussed above, press direct to the airport and observe the time to the airport. Note the altitude you have to loose to get to the airport. Let's assume it's 5,000 feet. As a rule of thumb for a quick calculation, double the altitude in thousands if feet and strip off the zeros. That would make it 10 minutes. Since the best glide in most Mooneys gives about a 600-700 ft/min descent rate, just note that you will need a little more time than the rule of thumb 500 ft/min to reach the airport. Compare the time to the airport with the GPS to the time you calculated. The time you calculated should be greater than 5 minutes more. When you absolutely know you have the field made, then configure the plane, but still make sure you have at least 3° safety factor on the slope. You can't get altitude back if you are on speed, but you have many options (speed brakes if you have them, gear, flaps, s-turns, and finally slips) if you have the extra time afforded by the additional slope. The 180° power off approach needs to be practiced many times in order to meet the Commercial Standards, because unlike the more draggy airplanes the Mooney will float more if your speed is not just right.