donkaye

A joke in reference to the new ACS. No sense of humor on this list...

No problem with the new ACS. Just pull the stall warning and gear circuit breaker (NOT the gear actuator circuit breaker) and you won't activate the stall warning by slow flying just above the stall.

OMG!! Seriously, you're kidding us. Right?

The inspection alone is $3,040 from a Mooney Service Center. In the long run it is best to use a MSC because they really know what to look for. Many years ago I thought I would get off cheaper and used a non MSC. Wasn't much cheaper and I have no confidence that they really did an extensive annual. At least in California figure a minimum out the door average cost at $6,000 each year.

Although ADS-B is supposed to have more weather products soon, some significant ones are missing at present, the most important of which is "freezing levels", with "Echo Tops" not far behind. So I don't think ADS-B is adequate at present except for maybe VFR pilots.

At present XM has more weather information and displays it with more resolution. I use ADS-B for backup, so rarely use it. The Stormscope is a must for me when traveling cross country, since it is real time.

According to Trek Lawler from Garmin on Beechtalk the answer is no.

Sorry, Paul, I should have mentioned you, too.

Chuck McGill. Expensive, but good. Chuck McGill (Master CFI) San Diego. CA 858-451-2742, Master CFI, MAPA PPP Instructor

The switch behaves like a dual push to talk switch. Push it up and it mutes my traffic audio. Push it down and it enables push to command on the GMA 35c. When you release it, it goes back to the center position. It is the switch on the right side of the pilot's yoke in the pictures below. It performed different functions before and after my panel upgrade.

One of the fairest DPEs was Sherry Diamond. I sent almost everyone up to her. Then a couple of years ago they decided they had too many DPEs in the San Jose area and didn't renew her designation. To me it was discrimination, but what do I know about the politics of it all. All I know is I'm glad I haven't been doing any ratings lately.

I recently upgraded from the GMA 35 to the GMA 35c. I also have the KFC 150 AP, although I'm not sure why you think that matters. I have a dual switch on the yoke. UP for traffic mute; down for Push to Command. Currently NONE of the Commands work. The new software update to the 750 is suppose to enable all the PTC Commands to include over 300 Commands. I'm looking forward to it.

Let's put it this way, I have 10½ thousand hours in smaller GA airplane (mostly Mooneys) of which 5,800 is teaching in them, consider myself an expert in landings (even made a landing video to teach them), and I'm not going to practice simulate emergency landings into Palo Alto--way too risky. For example, there is a 5 foot berm leading to the threshold, which is slightly displaced. Misjudge and hit the berm and it's all over. Interestingly Tom Hornak was at Squadron 2 at Reid Hillview for many years. He was instrumental in setting up the airplane keying system there. He was one of the first to get the Master Flight Instructor Designation many years ago--since let it lapse. When I was working on my first one seven designations ago he willingly spent some time with me going over what was required for his portfolio. It made it easier to see what was required. Mine ended up like a dissertation with over 250 pages. Over time both CFIs and DPEs seem to get burned out. When that happens they need to take a break.

Maximum manifold pressure is a function of the temperature, and the density controller controls it. 36"-37" is way too high and is generating more than 100% power. Not good for engine longevity, although your engine is pretty much run out anyway at 1918 hours. I wouldn't trust it in IMC with that time on it. The red line at 38" doesn't mean it should be set to that. From my 24 years experience and 2 engines 35" is where it should be nominally set.

I haven't read this whole thread so I don't know what plane you are taking the test in, but I would terminate any connection with that DPE and report him to the FAA as being dangerous. There is no way I would do a no flap landing in a Mooney at Palo Alto, let alone a no power emergency landing. The risks are too great. The place to do those safely is San Jose, just a short distance away. As far as the airplane is concerned, I also wouldn't use an airplane that has any problems associated with it. Clubs that don't maintain their airplanes also should not be used, and this one seems like one of those. Who was the DPE and what is the name of the Club so I can call the FSDO and report him and not recommend anyone join that club. I don't teach Private so I don't care if the DPE knows who I am or not. The guy is a danger to the public.

Yes, and I bet your landing attitude was level as you touched down. If you're not at about 8° nose up you're not at the landing attitude and you still have too much speed. When you get good, you should be at the landing attitude with just enough energy to be able to "feel" for the ground and "roll" the wheels on rather than "chirp" them on.

I'm not sure why most flight instructors (how about ANY flight instructors) don't stress slope when teaching landings. Descent rate is most important to preventing bounced landings. Assuming no major obstacles, burning the 3° slope into a pilot's mind would prevent most bounced landings. At 3° and 75 knots the descent rate will be (rule of thumb: 5 X GS) 5 X 75 = 375 ft/min. This converts to a little over 6 ft/sec. With some experience and a lot of landing practice using that slope, it becomes easy to see when your descent rate becomes excessive and make the appropriate adjustments. To prevent the "slam down" in gusty conditions, it is necessary to carry extra speed into the flare. so runway length become an important consideration in that situation. I can't stress enough how practice makes perfect. Most pilots get their license and except for their flight review don't actually go out and practice a lot. I'm really lucky to be teaching because I get a lot of continuous practice.

I posted this to the other Mooney lists, but thought it was interesting enough to post here, too. Although I’ve been in aviation a long time, every once in awhile something comes up that makes me do a double take. Such was the case last night, as I was reading “Flying Magazine” for September. Since many have the misconception that the Mooney is somewhat difficult to land, a few years ago I talked with a friend of mine, Ted Saylor, who lives in the Phoenix area, and we agreed to meet halfway in Porterville to do a landing video. He would set up a camera on the ground and I would set up one behind the pilot’s seat. I would do a number of different types of landings and then we would put the video together in a unique way that would show both the cockpit view and the profile view of the landings at the same time. Since that time, I hope a lot of people have benefitted from it, and that it has helped our insurance rates remain relatively stable. So it was that last week, I got an email from Dave Thurston asking to purchase the video. I shipped it out like I had done so many times before. With the busy summer I got behind on reading a few months of “Flying Magazine”. A few days ago I decided get caught up. I got to July and read Martha Lunken’s "Unusual Attitudes" column. In it she discussed her incident with her Cub where she accidentally ran into a Cessna 150. The owner was a person by the name of David Thurston. At the time I thought, “What a coincidence that a person who just order my video would have the same name.” Last night I got up to the September issue of “Flying Magazine”. Martha wrote another article. In it she described a second incident more shocking than the first where the Cub got away from her on startup and started taxiing on its own and ran into, you guessed it, Dave Thurston’s Cessna 150 for the second time. She mentioned in the article that Dave got a Mooney out of that one. That did it. I emailed Dave and suggested that the probability of 2 Dave Thurstons being in the Cincinnati area and owning Mooneys was rather remote. This is what he wrote back: "Yep, Martha was writing about me. She did have a rough couple of months. When I received the phone call about the second incident, I said to my wife, “maybe I’ve won an airplane from AOPA and this is a ruse to get me to the airport because the odds of one plane taxiing into another plane twice in a little over two months….” But when I went through the gate and saw the caution tape, I knew it was not AOPA. It turned out that the Mooney that I purchased was tied down about 3 planes from mine and whenever I would fly the 150 I would think “that Mooney looks like it would fit my mission perfectly”. A few days later while searching Barnstormers (and widening my search from 20C to “Mooney Ohio” I found 6061Q - recognized the hangar behind it, then had an aha moment!” What a way to get a Mooney!

The ESI 500 supports 1 VOR/ILS input and 1 GPS input. You can switch between the two on the unit. I put a switch in my plane so I can get 2 VOR/ILSs and 2 GPSs, of course one at a time.

JIm Keeth is traveling, but I got this back from one of their senior field service engineers: "Mr. Kaye - Jim Keeth is travelling out of the country and asked me to respond to your question. I do not see any reason why you could not use it for the application you are describing. The ESI-500 meets TSO C34e (VHF Glideslope), TSO C36e (VHF Localizer), and TSO C40c (VHF VOR), amoung others. In our GH3XXX ESIS products we meet these same TSOs and I know in the Boeing BBJ with the GH-3000 ESIS, that ESIS NAV function is used for the NAV display when they add the 3rd NAV system option. Regards, Russ Myers Sr. Field Service Engineer L-3 Aviation Products russ.myers@L-3com.com"

I'm not sure of the answer, but I have emailed Jim Keeth from L-3 and expect an answer shortly.

"Its driving me nuts because I can see exactly what I want and its clear they can make it, but not for me yet. I like the L3 EHIS 3000 and 4000 but can't find the price. I think that means "If you have to ask you can't afford it." You're right about that. These are for jet aircraft. The best you are going to do right now is the L3 ESI 500 and that starts around $5,300. That's what I have and I love it. http://sarasotaavionics.com/avionics/esi500

Not really. Add power and the nose will rise, slowing the plane further. IMHO the thought process for safety should be to lower the nose while adding power. Look, Bob, no problem with what you are saying. Because of the simultaneity, it will work. But I want my students to recognize the forces at work here. So I want them unconsciously to think nose down first as they add power simultaneously. Look, the discussion is good. It is good to have your experience on board.

Definitely not. I assumed I had broken out earlier. Most times you will know even before you run the approach what the ceiling is.