donkaye

Mike, not sure what else you would want. Is someone in a position to run into you or not? Relative motion shows that. I've just spent some time reviewing some of the videos of FlyQ. The program has some very good features not available in other products that I have seen. Their videos are very helpful in determining what it does. It does appear that it has something similar to the Garmin target trend, so would be another alternative for a non panel mounted solution. It's the only program that has it that I am aware of. The cost would probably be about the same as buying the GDL 39 that has TargetTrend built in and using Garmin Pilot. The benefit of FlyQ is that since the software computes the trend, you can use all of their compatible ADS-B receivers instead of having to rely on the GDL 39 as Garmin Pilot requires. Mike, which other programs did you investigate before going with FlyQ?

Actually, the most important aspect of the GDL 88 in my opinion is its TargetTrend capability if you have a compatible display. Of course the iPad with FlightStream 210 would be a compatible display, if you don't have a GTN or G500.

After reading the above and before reading the above, I have one comment. I'll take a Mooney Service Center like Top Gun any day, thank you. I fly airplanes, don't have the slightest interest in working on them. I leave that to the pros--Mooney pros. If I wanted to do that type of work I'd have gotten an A&P license.

The Bravo requires 31 hours of inspection time if done properly by a Mooney knowledgeable mechanic. Unless a whole shop is put on the airplane, it can't be done in a couple of days. I've looked at the estimated repair times of all found items, and I can't imagine a mechanic unfamiliar with Mooneys would have found some of the items or been able to fix the items in the time estimated. I'll take a Mooney specify shop, thank you.

Unlikely. The 770 was a JV between BK and Aspen.

Former Electrical Engineer, Apartment Sales Broker, Real Estate Developer in that order. Real Estate Investor past, present, and future. Currently a flight instructor for the past 21 years. Mostly Mooneys. I clicked on a number of the choices that applied and the poll seemed to allow it?

I was just responding to an AOA posting yesterday when the system was updated. Apparently a weeks worth of postings were lost when the update failed. That included the AOA thread. So for whoever did that post here was my response: I'll weigh in on this. I had over 10,000 hours (about 8,300 in Mooneys at the time along with about 5,600 hours of instructing) when I decided to buy one to see if it would be of any value. I had done a lot of reading and one of the best articles is this one Wind Tunnel Test of Angle of Attack Probe - NAR Associates In the past I always made a rough calculation of landing weight and adjusted my approach speed accordingly. That speed could vary by 5 to as much as 15 knots depending on weight. The AOA has made that calculation unnecessary. I have been using it now for over 6 months and feel it was a very good investment. Proper use would be to slow to the donut when on approach, note that speed, then fly that speed. I have become so comfortable with the AOA that I noticed that I unconsciously flew the AOA to the flare point recently. I have surprised myself by being able to reduce my approach speed 5-6 knots comfortably. The donut does indicate different speeds at different weights. In my opinion they work well, and I would encourage their purchase and use. I have the Alpha Systems Eagle with the Valkyrie HUD.

Turbulence with the GTNs? Com Side: Enter the frequency with the knob. then push and hold the knob to flip it. Nav side: Push the knob to move the cursor to the NAV side. Enter the frequency, then push and hold the knob to flip it. Push the knob to return to the Comm side or wait 15 seconds for it to automatically return to the Com side. A piece of cake. Never had a problem with turbulence with the GTNs. Regarding the product to buy: Cadillac or Ford (Garmin vs Avidyne) or Edsel (BK). I loved the Silver Crown series and my KLN 90B. Then came the KFD 840 that didn't make it and was shelved. How could it not interface with its own autopilots or have preselect? So failure with it and those who bought them left blowing in the wind. Then the KSN-770, years in design and ultimately partnered with Aspen. If not enough of them are sold, it will go the way of the KFD 840. As much as I liked Bendix King, I would be afraid to buy a product from them now.

My KFC 150 has no problem capturing from above the GS. in APPR mode with ALT off press the rocker arm down. At GS intercept the GS light will light and the GS will be followed. Not a good idea to intercept with too much V/S.

It was a well planned and executed weekend. We all had a great time. It should be mentioned that we were fortunate to have a keynote speaker at Saturday's lunch, Captain David Koss, the Navy's Strike Fighter Wing Commander, Western Pacific Fleet , give an outstanding presentation. I was not aware that Lemoore NAS out in the Valley had become such a major base in the West. When I asked Phil how he was able to get him as as speaker he smiled and said he knew an Admiral pretty well...

I have attached the response from the person who issues the ADS-B check reports to people who ask for the check of their system.

Not true. The GBT software has been modified be able to recognize ADS-B OUT from the same aircraft broadcasting on both 978 and 1090. Mine has OUT on both. This was confirmed by the person at the FAA to whom you send the information to get a report of whether your system is performing to spec.

Some airplanes say not flaps, but that is NOT the case for a Mooney. You get ⅔ more lift than drag with approach flaps. They should always be used in the Mooney on takeoff per every Mooney POH I have seen. In fact with the M20A the POH says for short field no flaps until lift off then FULL FLAPS, retract gear, then for Vx climb with one notch of flaps until clear of an obstacle; for high density altitude, then lower the nose increase speed to 90 and retract the flaps.

You might try looking at the status of the FIS-B on one of the AUX pages.

Each person can do what they feel comfortable with, but I have to highly disagree with the above method of using full flaps with large crosswinds, no matter the experience of the poster. (You can check out my Mooney Experience on my website: www.donkaye.com). While it might have worked with that large headwind component, there is just no way there is sufficient rudder in the Bravo with the above conditions and full flaps unless using the Barry Schiff technique, and that is not for the average pilot. I can just about guarantee that side loads were placed on the wheels with that landing. Also, doing approaches with speed brakes extended can be VERY dangerous to your health and those of any passengers you have on board. I once did a test in strong wind conditions to see it speed brakes could help stabilize the approach. I hit such a strong downdraft at one point in the approach that even with full power the Bravo continued to sink. It was only after retracting the speed brakes that a climb was restored. Full flaps would have made that situation worse with the added drag. If I turn final with full flaps and the wind correction angle is greater than about 15°, it's reduce flaps to approach flaps or none and increase speed until I do have that maximum wind correction angle. Then land with power and gradually reduce it. If at any time during the power reduction you can't hold the runway, then you can still go around. Admittedly this requires a longer runway, but so be it. If the landing can't be made, then you have to go to another airport. I've done landings in excess of 35 knots direct crosswind (no headwind component) in the Bravo using that technique, and so far have not had to go around. I've had my Bravo for nearly 23 years now.

After not having traffic displayed since I started flying, getting both active and passive ADS-B traffic with TargetTrend is a game changer for me. I am glad to have it and won't waste any time on the irrelevant.

No new physical manuals with the update, but a new revision to the G500 manual online. You should download Revision H from the G500 site and keep it on the iPad or Aera 796. I've tried to attach the GTN 750 5.12 Supplement, but it won't upload. Email me if you want it: donkaye@earthlink.net

The System 7 G500 update is fantastic! It is important to read the manual where most of your questions will get answered. The weather selection between XM and ADS-B is done from the AUX page either page 1 or 2 (I can't remember which one), the one that has the display brightness on it. Just look in the lower right hand corner for the selection. What weather data gets displayed is controlled in both the Map Setup pages and the Weather pages by using the menu button.

How can you consider it overkill when you don't have it and haven't tried it? When you've tried it and find it not useful, then the posting may be of benefit to others considering it. I have it, have all the other goodies from Garmin including the G500 and GTNs, and I find it a useful addition to the airplane--FWIW.

For all your backup reasons and flight plan transfer, having the Flight Stream on a GTN equipped airplane is not overkill--in my opinion. Flight Stream 210 costs $999; Garmin Pilot subscription varies depending on products purchased, but for IFR yearly $149.99. That would be the recurring cost. Non for the unit itself.

Today I flew a simple flight from San Jose to Livermore. Upon arriving at the airport it seemed appropriate to file an IFR flight plan. I popped out the iPad, opened Garmin Pilot, put in the simple flight plan in a minute, briefed the flight and filed on the iPad, all in a matter of minutes. I got the clearance as filed, pushed it to the GTN 750 and was ready to go faster than anytime in the past. I installed the Flight Stream 210 thinking I really wouldn't use it much with the stuff I already have, but that has proven not to be the case. I have most of the other iPad programs, but the interface to what I have is much easier using Garmin Pilot and the Flight Stream 210.

My experience has been that Flight Instructing makes you a better psychiatrist.

$2,500 for an overhaul exchange pitch servo from Autopilots Central last summer.

BIG BIG discussion on Beechtalk regarding Avidyne extended warranty. If you signed it, for a short time they will let you out of it. If you value your estate absolutely opt out as soon as possible!!!!!!!!! If you didn't sign it, DON'T!

I couldn't be happier to have my engine monitor on the left. I can't say how useful it is for me over there. It is especially useful because I have so many other functions on it, like a backup to the gear annunciator. There are also so many different ways to view and manage the engine monitor functions that are nice to be a finger touch away. Although it is a more expensive monitor, for me the MVP-50 is the best engine monitor out there.