donkaye, MCFI

We've been to AirVenture every year since 1999 except Covid year when they didn't have it and last year. We've flown in with the Caravan a few times and they were all good experiences. Very professionally handled! For ease of entry and exit we fly into Madison and rent a car for the hour and fifteen minute drive to Oshkosh through beautiful farm country. We've rented the same house for all the years we've attended. I think the lead was originally gotten through the Tourist Bureau. If you buy a lifetime EAA Membership you get the perk of using the Oasis, an air-conditioned building on the front line that supplies free drinks, candy, ice cream, tables for sitting, and other goodies to members only. I wish I had known about it 20 years ago. I had purchased the lifetime membership a few years earlier, but only accidentally found out about the Oasis last year. Learn the Tram System, if you want to save yourself miles of walking. Traffic getting in in the morning is terrible, so plan accordingly. Some of the discounts could just about pay for your trip, if you were planning on buying stuff like avionics anyway. I saved thousands on Garmin products when I did my upgrade. They were giving great rebates when buying multiple products at the time. I think I got a 20% discount on my Jeppesen subscriptions last time there. A lot of great dinners or breakfasts from AOPA, SAFE, NAFI, and others. Hangars A, B, C, D are usually packed, and the Flymart has interesting products. Of course there's all the airplane exhibits. Anybody whose anybody in GA displays their products there. Then there are the many, many seminars given by leading experts in the industry. They're all listed in the EAA app that's updated yearly. And don't forget the daily airshows with top performers starting in the early afternoon and the night airshow a couple of nights during the week.. I miss MAPA and Mooney. We always had a great time meeting Mooney people and sitting around and talking. Not to be forgotten is the journey itself. Planning and executing a long cross country trip in our magic Mooney carpet is a good part of the adventure of AirVenture.

I was the one who couldn't get the O2D2 to work with the Bravo. I wish it would have, but I could never get the O2 Sat level above an unacceptable 93% even on the highest setting. I do have a dual O2 setup in my hangar, but I'm considering terminating it. Airgas used to be reasonable; now they are not with fees upon fees upon fees and their delivery cost is now out of sight. With only 2 tanks I send them back half full. Their monthly fees have just about doubled over the past several years. Just buying at Top Gun is now cheaper than maintaining an in hangar setup with Airgas.

The above would work for storing multiple airports with approaches. Once the new airport approach was activated from the catalog, different approaches could be activated from the same airport, but why do that? If you still have the approach from the airport you just used and ATC is vectoring you, you can save the step of going to the Catalog by just tapping the Approach, tapping Select Approach, Selecting another airport, and selecting an approach from the new airport. The original purpose was to load an approach from another airport while still flying the missed and not loose your current navigation. If ATC is vectoring you, you can load another approach from any airport following the guide I mentioned above, because you don't have to fly a particular sequence.

This is one of the many great benefits of the GTNs. Any approach to any airport can be loaded while on the missed approach from your current airport and the current missed will continue and not be deleted. Absolutely no need to delete anything. When you're ready for the next approach you can activate it. I "ping pong" approaches off of 4 different airports in the Monterey Bay area all the time. Without that capability the workload would be significantly increased. With it I can easily do all the required items like setting frequencies and getting weather, and flying the plane (or monitor the AP flying the plane) and the Controller can easily fit me into sequences effortlessly without unnecessary vectoring.

As part of the DVD package I send, I include a very important document that complements the video. I, also, send out an email that discusses how best to use the video. I have sent a number of copies of the video out by WeTransfer and separately send out the documentation along with the supporting email. It adds a separate step with regard to playing it. The .cdr file doesn't just automatically play like inserting it into a CD player. On the Mac it plays with "DVD Player" or on both a Mac or Windows machine it plays with a multimedia player such as "VLC". The video is not long (but each type of approach can be played over and over again), is not a polished production as many videos might be, but is different than any videos I have seen in that it was shot and composited to show in one picture the approach perspective from both the pilot's view and side view from the ground. Since it was made with tape, there is no prop interference and the unintentional but beneficial low alternator noise demonstrates the proper use of power in the approaches, ie, the less power changes the better. One other thing, I unapologetically included an unintended go around to show that, no matter what your experience level, when the unexpected happens, a go around can be started with a quick decision with no anxiety. Bottom line, the video can be sent out as a download.

As you probably already know cranking the seat down also moves it back. On long flights with little or no turbulence I move mine all the way back. If you do that with the passenger seat, just remember to lock it in when you begin your descent. It's a big no no to drill holes in the seat rails and I'm not aware of replacements with holes in different places.

I recently changed my Website to enable my preferred way to purchase through Zelle. If you purchase through Zelle PLEASE provide your email address and address to send the video.

I saw the document and may have saved it, but I can't find it now.

As mentioned above those references are waaaay out of date. It used to be that you could use GPS as a monitor to VOR approaches from the FAF to the MAP. Within in the past several years that has been replaced with you can use GPS as the primary nav source from the FAF to the MAP if you monitor the underlying nav source. WRT HILPT, they wouldn 't be in the database if they were illegal. I'll continue to teach their use when available in conjunction with ILS approaches. Actually, AIM 1-2-3c seems explain it all. I see a distinction between 1-2-3c4 and 1-2-3c5. The first was flying the approach in lieu of the underlying navaid and was used initially as an overlay approach before new GPS approaches were designed. The second is used when the underlying navaid IS available and can be used in conjunction with it to fly the final approach segment. 1-2-3c2 specifically excludes GPS in lieu of ILS, LOC, and back course approaches.

Rick, where did you buy the new labels, or where did you have them made?

Depending on your age it probably IS a good idea to feel comfortable with the plane as is before you think about an upgrade. One of the downsides is that next year any upgrade will most likely cost you a whole lot more. For example, when I did my upgrade 10 years ago the GTN 750 cost about $13,500. Now they are nearly $20,000. I spent several months investigating all the products out there at the time before making my choice. For a variety of reasons I decided to go all Garmin except for products that Garmin didn't make at the time. During the past 10 years as Garmin came out with new or upgraded products I exchanged for them fairly easily. There were product upgrade costs, but to me they were reasonable. I got my instrument rating in 1992 and with about 375 total hours, I bought my Mooney 1 month later. I got the rating with the 6 pack, 2 BK radios, and an ADF. That was actually a lot of avionics at the time. You needed to visualize your surroundings, time a lot of things, and hope the Controller didn't forget about you. (There were a number of accidents I recall where they did forget). One of the reasons I got back into flying was BECAUSE of the fancy new avionics that were being created, and the TLS had the latest and greatest. I only bought 2 pieces of avionics in the first 20 years of ownership, the KLN 90B GPS and the PS Engineering 7000B audio panel because I wanted stereo. There was still some visualization necessary because the EFIS 40 was by today's standards a very primitive HSI/PFD. Even today I still think the KLN 90B was the best 2nd generation GPS. I skipped the 3rd generation radios from Garmin because I thought the KLN 90B was adequate for my needs. But then Garmin started really putting out products right and left. The new products offered were like the realization of science fiction when I was born. The enhanced safety features trumped the expenditures in my opinion. I went all in much to the surprise of everyone who thought from my conversations that I would never upgrade, just talk a good story of "someday". 10 years later and with nearly 13,000 flying and teaching hours, even with the new competition from Avidyne, Dynon, and Aspen, having flown and taught in all of them, I would choose the same products. I hope this gives some perspective to those thinking about upgrading their panels. I've posted a picture of the panel in the past, but it seems appropriate to do it again here. Not shown because they are remote are the WX 500 Stormscope, the GTS 800 Active Traffic, GMA 35C Audio Panel, FS 210, FS 510, Eagle AOA, and GDL 69A Receiver. I keep the Aera 760 on the yoke for quick references and Jeppesen Charts.

I've flown and taught in all Mooney models except the D and G, the Cessna 210, most the the Cessna 310s including the R model. I have 1 hour of Cirrus time. That tells you what I think of Cirrus. The 210 carries a lot, the gear is expensive to maintain and it is heavy on the controls. The 310 is the perfect twin if you expect to trade up to a jet later on. You can buy them cheap, but that is where low cost stops. The most useful 310 is the Q because it is turbocharged. They are REALLY expensive to maintain. In today's market the Bravo gives you the most bang for the buck in my biased opinion. I've had mine 32 years in August. If you fly by the numbers, all Mooneys are easy to fly and land. If you don't, you're in for a rough and possibly expensive ride. If you fly with the precision required of the Mooney, most other singles are simple to manage. Regarding annual costs for ownership of the Bravo: Mooneys in my opinion should be maintained by a Mooney Service Center. For the Annual a minimum of 31 hours is required for the inspection alone; that's about $4,500. Then there are other items that have be addressed. Figure $8,000-$10,000 all said and done if nothing major needs to be addressed. Hangar for me is $7,320, but I have a hangar at a Class C airport, KSCJ. Insurance for a newbie could be really expensive, but for me its $3,900 and rising due to age. Then there is fuel. For 120 hours per year flying at $6.50/gal and 18 gal/hr average, that is $14,040. Other maintenance last year was only $5,000. So, based on last year it cost 10,000+7,320+3,900+14,040+5,000 = $40,260. So figure at least $40,000 per year for now to own the Bravo.

The LHS System is one of the best things I have in my airplane. I upgraded to the latest version, but did not connect the other 2 wires. It made for an easy transition. Maybe sometime I will connect the wires, however I liked the way the system worked originally. From a practical point of view I want to hear the "check gear down" annunciation all the time. The issue with it announcing in precipitation I have covered with a switch to disable the unit in precipitation.

It bothers me that most people I do transition training with aren't comfortable with crosswind landings. They are actually the most fun landings. They're relatively easy if you just think "rudder for alignment", "aileron for drift", both done simultaneously. It's the "both done simultaneously" that creates the issue for most people.

For a pilot who hasn't done extensive crosswind training I completely agree. The speed was necessary to have the rudder control to align with the runway prior to touch down. Once touched down you can't rush the slowdown. You CANNOT be passive. You MUST be PIC and not let the plane fly you or you're going to be in trouble. If at any time you cannot hold the runway, you are right at the speed where you can add power and safely go around. For purposes of getting good at crosswinds or keeping up skills, whenever there are challenging winds in my area, I'm out there practicing. Most people aren't. For example in my area, Byron, O83, on the lee side of the Livermore Valley hills often has challenging crosswinds when no other place does. They have 2 runways, 23 and 30. Serious winds often come off the mountain at 90° to RWY 30. Most people will land on 23. I'm landing on 30 where, when the wind is blowing, it's often 20G28 direct crosswind. Good practice.

While I'm a proponent of the 3° slope stabilized approach, this is the one instance when you need to come in flat and "grease" the landing on 3 wheels. That's why I say it is not for the inexperienced pilot because you have to touch down with no vertical motion and control the rate of slow down such that if you can't hold the runway, you initiate a go around immediately.

Landing in gusty conditions with a strong headwind component is one thing, landing in gusty crosswind conditions with no headwind component is quite another. In the "Proficient Pilot" by Barry Schiff he discusses one method that has worked well for him in a Piper. I prefer another that I use but haven't seen published anywhere. It isn't for anyone unexperienced in large crosswinds or on short runways. Using that method I have landed in direct crosswinds in excess of 40 knots with no headwind component. It does involve flying the airplane onto the runway at speeds in excess of 100 knots and gradually slowing the plane down, with more and more aileron added into the wind. At any time if directional control is unable to be maintained, then full power can be added and a go around immediately initiated. Except for several go arounds at Oceano, L52, a 2,360 foot runway when there was a strong gusty crosswind, I have not had to go around using this technique. I went around twice and told myself that if another go around was required, it was time to go to another airport. The winds cooperated the third time and I was able to make the landing. However, never "force" a landing.

G5 and MVP-50 goes on with the master.

I really wish I could have gotten the MH O2D2 to work in my airplane. The most O2 Saturation I could get with it even on the highest setting was 93% and I need at least 96% to feel normal. My problem very likely was the altitude compensating regulator that is included in the Bravo. I had to send the unit back. O2 is reasonably inexpensive so I turn it on above 7,000 feet during the day, and from the ground up at night, since night vision is greatly effected by lack of O2.

I gave quite a bit of thought to my arrangement. Lower left in order, Master, Alternator, Display, Avionics. They go on immediately at startup. I then grouped the lights in two rows right in front of me. The landing, taxi and recognition lights are on the top row. Each operates on its own. The lower three in order are the Nav, Strobe and Pulse lights. At night the Nav lights go on and when on the runway at all times the Strobe and Pulse lights go on. The Pulse Lights pulse alternately the left Recognition light and right Taxi light and vise versa. They take precedence over the Recognition lights. To the right of the lights is a row of miscellaneous items, Boost Pump, Pitot Heat, Prop Deice, and the Master LHS switch. The LHS switch was the old pitch trim switch for the KFC 150. I have found this placement has worked well for me.

Just for the heck of it I looked at the Bravos for sale on Controller. There wasn't one I would even begin to consider. A lot of "cheap" people who upgraded their airplane in a manner not befitting the capability of the Bravo. Most prices were ridiculous for the crappy avionics in the planes.

Approximately 475 students x 50 landings on average = 23,750 landings with students over 32 years. Then about 2,000 landings in 4,523 hours in my airplane. Total landings made = 25,750 to a good approximation. Then one landing video made. (https://donkaye.com/landing-video} No arrogance intended, only that I've done so many landings and experienced many ways they can go wrong, that I've learned over 56 years of flying my preferred way to land and teach landings. 50-100 feet is too high to take your eyes off the airspeed indicator. Assuming I'm reading the next highlighted in red sentence correctly, this implies "dropping" into ground effect and holding the plane off until it is ready to land. While this techniques may give a good landing, it will also extend the landing many hundreds of feet, since the holdoff is occurring in ground effect. The best landings are made when attention is paid to BOTH airspeed AND slope. When practical (no obstructions), the slope should be 3° for a comfortable descent rate and an airspeed of 1.3 VSo for the aircraft weight should be maintained. The slope and airspeed should be maintained to about 10 feet agl, where in smooth no wind conditions power should be smoothly withdrawn to idle and the flare should be begun at such rate that the nose of the plane transitions from a 3° nose down attitude to the landing attitude of about 8° where the wheels are "rolled" on with the stall warning horn going off. As the aircraft descends from 10 feet at a decreasing rate of descent, at least 2 stripes on a centerline runway should always be in view--all the way to touchdown. The nose of the airplane should NEVER be so high as to obstruct the runway. The "art" of the landing is practicing the rate of flare to dissipate ALMOST all, but not ALL, the energy at touchdown. This allows for a controlled touchdown with minimum runway used.

I let everyone make their own decision, but, I personally, deliberately do not lock mine for the reason stated above. Some people insist on locking it and I'm fine with that, just not for me. A properly latched baggage door being held down with the two latching pins is not going to come open.

I think it is important what data you see in the Blue data blocks. I like having the "local time" and the 'in air time". I have the "total time" that goes in my logbook read off of the GTN 650. I record the "in air time" on a spreadsheet for future reference. Also important is the cooling rate of the fastest cooling cylinder, since this prevents shock cooling if attention is paid to it. Then "Is the gear down of not?" Just one more indication of it. And then, of course, the TIT for turbocharged engines is important along with fuel remaining.

My mentor instructor, Bob Goldin, once said that the difference between the normal private pilot and a pilot with an ATP was the ATP pilot flew for the passenger--even if you are the passenger. That means fly with "grace" and "smoothness". Passengers for the most part don't like steep turns. They feel more comfortable if flying is like riding in a car. That means shallow turns. So, I teach flying the pattern with shallow turns. I'd rather a student end up lined up early and ease their way to the center line than to overshoot final. This is especially true with parallel runways. Shallow early turns => Less likely a Cross Controlled Stall in my opinion. Of course you all know that you can get your ATP in your airplane. That's how I got my original ATP, in my airplane.