donkaye

I was referring to the GX Bravo which finished production before the WAAS G1000 were available. Definitely new hardware and paperwork. I don't believe the new Acclaims have ADS-B yet. I'm sure with Mooney up and running again in time they will go back and fix the problem. but new expensive hardware will be required for WAAS and additional hardware for ADS-B. Only Mooney can fix the problem, since the airplanes were certified by Mooney with this product.

So called?????

I've had mine for 22 years. 30K per year for 100 hours per year is pretty close. If not in the North, TKS not necessary and costs a lot to maintain. I like 2.5 hours trips so if you are anything like me FORGET ONE WITH THE LONG RANGE TANKS. You never really know how much fuel you have in the plane. With the standard 89 gallons the plane is a 2 person, full fuel, and full baggage airplane, so unless you fly alone the long rage tanks are a waste, especially if you have TKS, too. DON'T buy a G1000 airplane. The WAAS upgrade path is non existent at present. When you do buy the plane make sure you get good Mooney specific instruction from a person well versed in the Bravo.

I've upgraded my Bravo with nearly every conceivable piece of avionics out there and I have much less than that amount in the plane. I suspect your plan is not a viable one.

1. Easy on the ears (8'/second). 2. Approximately 3° slope; same as the ILS. 3. Nominal slope below which an engine out aim point will not be met. 4. Simplifies descent rate mental calculation.

As was mentioned earlier, it is best not to go below 15"MP in descent to keep the engine driving the prop. Reducing prop RPM is also a power reduction (100 RPM is about = to 1" MP is about = to 3% power), so reduce prop RPM to anywhere outside of a prohibited area of prop operation as part of a power reduction. I will typically stay high for as long as possible to get both the benefit of higher true airspeed and often a smoother ride. While I prefer a 500 ft/min descent rate for passenger comfort, when at 17,000 feet I am not going to start down 34 minutes out. When I do start a descent I will still go as fast as both turbulence and airspeed limitation will allow. When it is time to slow down I will gradually bring the MP down to 20", then the RPM down to 2,000, then the MP down to 15". Gear, speed brakes, flaps, S-turns are still available tools if needed, but should only be needed for descents from very high terrain to low terrain that occurs within a short period of time such as the Sierras into Bakersfield for example.

See my answer here: http://mooneyspace.com/topic/13596-avoid-shock-cooling-on-decent/#entry176040

Sorry, but that is absolutely ridiculous and increases pilot workload unnecessarily. Think about it. CHTs at cruise even in the worst case shouldn't be above 380°F. At idle they are about 250°F That is 130°F differential. At the recommended maximum cooling rate of 50° per minute, that is about 2.5 minutes. So you could keep power up significantly longer. When shooting an ILS into San Jose with lots of airliner traffic, I keep 160 knots until the outer marker and am able to slow to 75 knots at touchdown, a slowdowns distance of 5 miles. I'm on my second engine now. The first one went 2295 hours before I preemptively swapped it for a reman. I have 1100 hour on the reman now. I recommend rethinking your procedure and if possible taking the APS engine management course, one of the best courses I have ever taken.

1000 AMUs? I thought an AMU was $1,000.

I had a small problem with error messages on my GDL 88 and more recently with the display on the GTX 330ES. They were immediately replaced by Garmin. I'lll stick with my nearly all Garmin panel, thank you. There is definitely a benefit of owning the Big Elephant in the room.

I found reading the documentation a lot of fun, but this is coming from a past electrical engineer. You will love the GTN 650 and you got the best engine analyzer being made at present, the MVP-50. Just make sure your avionics shop TIGHTENS all the CHT and EGS connections. EI has a cluggy connection method and I have found myself back at the shop 3 times now tightening several connections that came loose and gave fluctuating CHT, EGT, and TIT indications. Also make sure you got the fast responding probes.

Those books are good. One other MUST read is "Severe Weather Flying" by Denis Newton. I've read it multiple times.

I love having both the GDL 88 and the GDL 69A. Since they were installed at the same time, the extra install cost wasn't that much. Also, I got the GDL 69A used ($1,200) very discounted from a shop in Australia, where they don't have XM and had pulled it from a plane they got from the US. I'll display the XM on the G500, Stormscope on the GTN 750 when around convective activity, and FIS-B weather on the GTN 650.

Hello, George. Very nice meeting you yesterday! For a long body and for very little more money the MVP 50 is one nice piece of equipment. While I haven't flown with the CGR yet, and it can do one important thing the MVP-50 can't (give fuel to destination, not just fuel to waypoint), having all the important information on one page makes it my choice over the CGR, If you call EI and ask to speak to Tyler and tell him the airplane that you want to put it into, my guess is he would recommend the MVP 50 over the CGR like he did to me when I asked 2 years ago at Oshkosh before I did my upgrade.

I disagree with your method of going around. You run the risk of not clearing an obstacle with that sluggish procedure. From the M20A POH: 4. Release the brakes and allow the aircraft to accelerate to 60 MPH. 5. Upon reaching 60 MPH extend full flaps and simultaneously add sufficient back elevator pressure to pull the aircraft smoothly from the ground. 6. When airborne, retract the gear. 7. For maximum angle of climb to clear an obstacle, use one notch of flaps and climb at----- My procedure applicable to the Bravo differs from the POH and is based on the above and comes from 22 years of extensive Bravo experience. If you choose to use the method described in the POH, good luck. You run a greater risk of loss of control due to p-factor and torque in my opinion due to the pitch up moment on flap retraction from full flaps and torque on engine run up. My method is: 1. Power up smoothly to full power and begin trimming down with the electric trim. 2. Pitch up to about 8° while continuing to trim down. 3. At 50 feet agl or not able to land on the remaining runway, gear up. (The drag reduction is close to that from full flap to approach flap. There is now no large pitch up forces on the yoke, as is possible using the POH method.) 4. Milk flaps to approach flap position or go to the approach flap position on the new Bravos when neutral force on the yoke. 5. At 300 feet agl balance of the flaps up. The fact is that, like the balloon technique used on the M20A, the Bravo will climb out of ground effect very well and raising the gear first produces no pitch up moment as may result in the POH method if not aggressively trimming down. Try each method, then choose which you feel most comfortable. Please no comments about not following the POH. If you want to follow it, by all means do it. If you want a smoother go around then use the above.

Your understanding is not correct. 30/24 is about 78% power. 53 is the key number and 3 of any combination of units of MP and RPM is about 10% power.

He got the same one you had, John. ;-) This is the third owner of this airplane that I have transitioned.

He has now.

Too late...

I don't understand the above complaints. I spent more than the above amount and I can't be more satisfied with the equipment that I have. Garmin did immediately replace under warranty a GDL 88 that had fault errors. I have excellent XM weather on the G500 for a monthly fee. In October the new G500 system update will be out and ADS-B traffic and free FIS-B weather and WX 500 Stormscope will be supported. Additionally, an updated terrain database will provide terrain resolution equal to that of the GTN 750. And there will be geo-referenced Approach Charts, so we won't have to pay the outrages fee to unlock Jepp Charts. There are a number of other new features that I saw while playing with the updated system at Oshkosh. The new system for the GTNs will be out later this month with too many new features to discuss here. Oh, and one major feature; update the GTN 750/650 or G500 with one card and have it update all of you units. I personally can't wait to get the new systems updates.

Referencing the Stormscope: A building storm will produce an ever increasing number of cells on the scope. You will start clearing the screen often. Looking towards the position of the cells, it will be obvious what is happening. Even if it was possible to put a 40" dish on our airplanes, I wouldn't consider it, as the turbulence picking your way through such a storm would prevent any passengers dumb enough to have flown with you to ever fly with you again. The initial questioner must not have experienced the type of turbulence I'm talking about, or he wouldn' t be asking the question. Flying weather in our airplanes is just nothing to be fooled with. I kid you not when I say I have been in it where the instrument panel was out of focus due to the eye balls bouncing around so much--and that was on a short 48 mile flight. The only way to fly convective weather in our planes is to: 1. primarily look outside. 2. correlate the stormscope data with the XM or FIS-B data 3. give a wide berth (at least 30 miles) to convective buildups. and 4. land the FIRST time you ask yourself the question, "should I go on?".

Mooneyspace doesn't seem to accept Excel files for upload. Email me at: donkaye@earthlink.net and I will send you the file. I adapted Roy Epperson's spreadsheet to the Rocket. Just modify for your plane's empty weight and arm.

I flew up to Lincoln, California on Sunday to practice formation flying for the Mooney Caravan to Oshkosh. Formation flying is intense. It's said that every hour of such flying can be compared to 5 hours of normal flying. I believe that is a true statement. The intensity of that practice left no time to think about the horrible accident that we have been discussing and that I had read about before the flight.....thankfully. I flew the flight back home with Phil Verghese as lead, in formation, and San Jose let us do a formation landing. It came out perfectly and can be seen here: http://youtu.be/n2AYIPSnuXw The movie was taken by Phil's wife. In spite of the accident several days earlier, the camaraderie and exhilaration of that flight reminded me how lucky we are to experience the joys of flying. I just can't imagine not owning an airplane. We had talked at length about the accident on Saturday evening when I did the airwork with Phil for his Wings program. Phil is also a flight instructor. Several years ago I had put together a preflight takeoff briefing for a single engine aircraft just like is done for a multiengine airplane. I have gotten lax on verbalizing it of late. Not anymore. In this case it may not have helped, as it looks like fate just intervened with no realistic options available to Bill and Mike...list friends. Sven could not have written a better Eulogy...

Well, if one has a Bravo or even a current production Acclaim and no WAAS and lives in the US and wants to fly above FL180, they've got a problem after 2020. If one wanted to stay with an older non WAAS GPS then the only current option is to get the GDL 88 with WAAS, get or upgrade the GTX 330 to a GTX 330ES, and use an iPad or 796 with a GDL 39 for display.