donkaye, MCFI

75% Power = 29"/2400rpm, 18.4 gallons first hour, then 18 for the remainder at the same power setting. CHTs are low, around 350°. They were higher with the JPI probes on the 700. I checked with EI and they said their probes are accurate (MVP-50). TAS, of course, varies with altitude. At 17K it's about 200 knots.

I've had my Bravo 25 years, making me one of the longest owners. Been through one engine and ¾ through the second. Have taken the APS course and installed Gami Injectors. Gami spread is .5. Having said that, I'm running ROP except on descent. No matter what the Hartzell rep said he's not flying the airplane and his life is not at risk. I don't like anything above 1625° TIT. Even with this conservatism, a couple of years ago I needed to have 2 cylinders overhauled due to leaky intake valves. Also cracked exhaust pipes coming out of cylinders 1 and 3 one time and 2 and 4 another. At midtime on both engines the turbo and waste gate needed to be overhauled. I always mouse milk the waste gate at each oil change. I fly at 75% power most of the time and usually at altitudes of between 15 and 17K. I maintain O2 sats no less than 96%. I won't be testing higher temperatures anytime soon.

I've played with the G500 TXi Sim extensively. I was excited when it was announced because it is relatively simple to upgrade from the G500. I found that it takes more icon pushes to do the same thing as the G500. I'm surprisingly particularly annoyed with the lack of symmetry between the PFD and MFD. For me at least the fact that the PFD screen is bigger than the MFD screen feels off. The G500 has them the same size. When the EIS is added, the sizes are the same, so that is probably the reasoning. I thought of emailing them to ask them to provide for screen scaling, but thought they would think it was too picky. The MVP 50 is still way better than the Garmin EIS in my opinion. The full screen PFD mode is nice. I still haven't decided whether to do the upgrade. I was really looking forward to installing the GFC 600, but at Homecoming the Garmin rep said they weren't going to certify it for the Bravo. I hope they change their minds. The idea that there wouldn't be anything else to upgrade in my plane is out the window. If I like whatever new gadget Garmin comes out with, it's going in the plane. I could have about $600K (less 75K for a new engine coming up in 500 hours) of new gadgets before it would make sense to have bought a new Ultra. I don't think Garmin is going to come up with that many new gadgets in the next few years, though knowing their productivity, I could be wrong.

This is a tough group! I wouldn't dream of saying there is absolutely no comparison between the GNS 530 and GTN 750 that I've been using now for over 3 years. Who needs display of 30 traffic intruders with TargetTrend vs 8 and no TargetTrend on the 530? Who needs airways when ATC gives you a complicated clearance using them and additional time is required to do the same with an iPad? Who needs Topo showing what is below you when you can have a black screen of the 530 and be ignorant of it? Who needs a verbal interface to do almost anything you want with the 750 when you can fumble with the 530 in turbulence when given, "Have an amendment to you route. Advise ready to copy"? Who needs Range Rings that correct for headwinds and tailwinds to tell you with a quick look if you need to make a fuel stop enroute vs a sheet of paper noting gallons in each tank and how they change to keep track of fuel. Who needs automatic data updates via the iPad vs taking home a card and spending time with updates each month? Who needs Comm and Nav alphabetic frequency ID when you can't remember whether you flipped the frequency or not? And so much more....

A new Acclaim costs in the neighborhood of $800,000 and goes about 20 knots faster than the Bravo. Upgrading a Bravo to the ultimate as I did and will continue to do (G500 TXi and GFC 600 if it ever gets certified for the Bravo) makes perfect sense if you want a comparable airplane at ⅓ the cost all in. I'm a Garmin guy but you could also stick in the Avidyne 550 as a plug and play replacement for the GNS 530, although I've not had one student who has gotten one, yet.

"Self Aggrandizement: The action or process of promoting oneself as being powerful or important." Couldn't be further from the truth. Sorry if you misinterpreted my post. It was all about training and what I perceived was the root cause of this accident. . From my perspective it had absolutely NOTHING to do about me.

First, thank goodness "all's well that ends well". I also appreciate having the person who went through the ordeal explain what happened. Having said that, if ever there was an example of the importance of having good Mooney specific transition training including all maneuvers included in the Basic Wings Program this was it--no matter the experience level of the pilot. Here we have an ATP and CFI make incredibly inconceivable decisions and stall the airplane on takeoff. Had he received a proper checkout with more experience flying at the edge of the envelope there is NO WAY he would have taken off at that airport with runway behind him. It also proves why I don't do Flight Reviews any more; only Wings Programs. The Wings Program requires the pilot to do power on stalls. I have the student do Power on stalls at 65% power. Do you know the attitude of the Mooney with only that power setting? Imagine the attitude at 100% power. It's unbelievable! Then couple that with the laminar flow wing of the Mooney. Laminar flow wings have a much steeper "backside of the power curve" than the non laminar flow wings of other models like the Cessna 182. That "J" was going to lose altitude at that attitude. And to "secondary stall" the airplane requires loading the wing on the primary recovery. Ouch!! This was a "lack of training" accident in my opinion leading to the resultant poor decision making. With lack of adequate training it was a case of "not knowing what you don't know" about the airplane. The accident chain began back with the lack of a proper aircraft checkout. This should be an eye opener for those who read this thread. I thank the pilot for sharing what happened in detail, so that others can benefit.

So far no LED replacement for the recognition lights.

Headed to Kerrville tomorrow for Homecoming. Maybe when I get back.

Yes, they are not inexpensive. While you could buy a lot of cheap 4596s, each time you replace a light it takes half an hour (or more if you don't know how to do it). So, for me, each time I would replace a light it would cost $100 in fuel to get to the MSC and back, and another $125 for the install and bulb. The spec on the 4596 says it has a useful life of 25 hours. Now compare that to the 30,000 hour MTBF of the Aeroleds lights. Basically you never have to replace them and you can have them on all the time---expecially when you pulse them. They'll pay for themselves in a couple of years. In the meantime you have lights that are way brighter than the less efficient and short lifetime incandescent bulb.

I went to Oshkosh this year expecting to buy nothing. How wrong I was—again. I had changed out the wingtip lights with Whelan Leds a couple of years ago, but I was never happy with any of the Landing and Taxi Light Leds. They just weren’t bright enough. So I never got any. This year was different. After looking at the Whelans and being treated poorly by the people at their booth, I checked out the Aeroleds' booth. They had demos comparing the 4596 incandescent light with their Led lights. I couldn’t believe how much brighter they looked even with the same lumens as the standard 4596. I bought both the Landing Lights (4596) and Taxi Lights (4587). Yesterday was the first time I got to try them out in actual darkness. Unbelievable! They seemed brighter and had more depth by a significant amount compared to my previous lights. I know it’s subjective, but that’s how it appeared. They do take more current than the comparable Whelans, so maybe that makes the difference. Too, the Whelans take another part to be able to flash them because of their low current. Not so with the Aeroleds. They are plug and play. They cost about twice what the Whelans cost, but in my opinion it was well, well worth it.

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The author "tries" on this article. Some of it is decent, but in general he misses the point on how to land a Mooney correctly EVERY TIME. Yes, I teach using low RPM to avoid using less MP than 15" on descent. Although "Shock Cooling" is a myth per the Advanced Pilot Course, you still want the engine to run the prop and not the other way around. RPM is just as good a way of reducing power as reducing MP. Remember the "Key Numbers" discussion? 3 of any combination or inches of MP or 100s of RPM gives approximately a 10% reduction in power. So a 300 RPM reduction will reduce power to the same extent as a 3" MP reduction.

While I have taught extensively in nearly every model Mooney over the past 23 years, I've owned my Bravo for 25 years. That tells the story for me. They're practically giving them away in this market.

The GDL 39 with its vertical antenna obstructs view when placed on the Glareshield and needs to be charged after a few hours of use. While it works if you have ADS-B Out, it's not a very good permanent ADS-B In solution in my opinion.

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.