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donkaye

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Everything posted by donkaye

  1. donkaye
    As an aside, I took the Advanced Pilot training Course many years ago. It was one of the best courses on engine operation I've experienced. LOP was discussed extensively. I figured for a few knots penalty, I could save enough money flying LOP that I could get an engine for free over 2000 hours, as a result;t pf fun; savings. Although no one could give a good reason, the TLS/Bravo does not like flying LOP in most of them. I have a student who has flown his that way for many hours. Although maybe not for that reason, he has had many engine issue. I, myself, needed to do extensive exhaust work a couple of engines ago. You would think that because the engine ran cooler there would be less issue. There weren't. After a 6 or 7 thousand exhaust repair (I don't remember which), I've flown ROP ever since with no similar issues. It should be mentioned that DVA did an excellent writeup on his experiences with LOP. I didn't go that far.
  2. donkaye
    I've taken off from Leadville at DA of 13,500'. It doesn't get much worse than that. The ground roll was 1,300 feet on a 6,400' runway marked every 25%. I don't remember the MP, but it wasn't 38". The book says 35-37 inches. I'll be flying mine no greater than 35½". Good luck with operating yours at the higher levels. Some people are just going to have learn the hard way. Keep your pocketbook handy.
  3. donkaye
    Obviously anyone can fly their airplane anyway they want. Any advice from me comes from experience and my A&P whom I have the utmost confidence in, since he has been working on my airplane since I got it 28 years ago and has been able to answer any question I have presented to him. He understands engines much better than I do. A little history: Mooney wanted to show good numbers when the TLS came out. As such, they recommended 1750° max on the TIT and 34" MP in cruise. That is in the POH. Would you really follow that advice? I think not. Shortly after certification my understanding is that both the Lycoming guy and the Mooney guy who came up with those numbers were let go. So, do what you want. My first engine made TBO and then some and went 2,295 hours before I changed it out due to discomfort flying it IFR. The second one was a little short of TBO, but not as a result of an engine issue, but the result of problem at the shop during an Annual. It, too, would have made TBO. So, I'''m happy flying it the way I do: Full power in climb, 29"/2400 rpm in cruise, no less than 15" on descent until in the pattern, maximum CHT differential 50°F.
  4. donkaye
    You should be able to get about $1,000 for each servo and $1,800 to $2,500 for the AP Computer.
  5. donkaye
    My Reman engine from Lycoming now has 174 hours on it and is still under warranty. It is a year and a half old. When did you have your engine redone, how many hours did it have on it, and did Lycoming reimburse you for the problem? Since new, my engine has been dripping fuel out of one of the rubber hoses coming out of the cowling on shut down. The issue has not been diagnosed, although I have spent a bunch of money on it, but none of my other engines did this. I don't know whether the new or old Tappet/Lifters are in mine but I would assume they are the new ones, if the engine was made before yours. Could this be related to the "leaking fuel out of the hose" problem on shut down? I am hesitant to do anything, because this has been the smoothest running engine of all three of them. Also, on all engines, the pressure differential controller hasn't worked properly. I always have to monitor the MP on descent or it will increase. Does yours work properly?
  6. donkaye
    Regarding oil pressure springs; oil pressure was constantly indicating in the yellow when passed about 12,000 feet. Mark, at Top Gun changed the spring. The oil pressure now stays in the green. The downside is that on startup the pressure is in the red and takes about 10 minutes before you can takeoff in the green. I never had that issue with previous engines.
  7. donkaye
    Thank you for link! This presentation was the best one I have heard in years. The complex history was presented so effortlessly that time stood still for the hour presentation. What a great storyteller!
  8. donkaye
    I'm comfortable with 35" MP on takeoff at sea level--maybe even 35½" when on the takeoff roll, but no higher.
  9. donkaye
    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.
  10. donkaye
    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.
  11. donkaye
    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.
  12. donkaye
    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.
  13. donkaye
    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.
  14. donkaye
    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.
  15. donkaye
    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.
  16. donkaye
    Are you testing the 2nd Class Medical eye exam?
  17. donkaye
    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.
  18. donkaye
    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.
  19. donkaye
    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?
  20. donkaye
    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.
  21. donkaye
    Age. I'm told it's best not to move after a certain age. Correct me, if I'm wrong.
  22. donkaye
    Well, not exactly. You get the first part of the course for free. The remainder you pay for.
  23. donkaye
    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.
  24. donkaye
    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.
  25. donkaye
    My recommendation: Don't do cross controlled stalls in a Mooney. http://www.donkaye.com/donkaye.com/Inadvertent_Spins_in_a_Mooney.html
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