Will W

Find a trusted pilot to fly it for you while you're gone.

I have some questions with this photo. First, was the tks primed and on when you flew through it? Also, this doesn't appear to be freezing rain and it appears to be rime icing. Freezing rain is severe icing and ends up being clear ice eventually, right? Anyways, I don't think this looks severe at all unless that leading edge formed and the tks couldn't keep up. Your feedback would be appreciated

I've flown in there lots of times. Plan on landing on the very north runway 8L/26R and having the LONG taxi. I'm not kidding, the 15L & 15R don't exist for you. Also, understand what the term monitor such and such frequency means. They will hand you off to 3 ground controllers for the taxi but when they say monitor, don't check in with them. Oh, and have the airport diagram out. Landmark is great though. Always professional service and well taken care of.

Well they save a fortune. I'm sure when the plane first came out that it was all 4 or they didn't move.

Very good point. I just sat behind a British Airways 747-400 yesterday for takeoff. Can't imagine how much gas he used just in the taxi. I wanted to know if the did 2 engine taxi because it looked like it was possible.

Nice!

You were asking about de clutter and re clutter? Press the clear button to cycle through on the map page. I think there are 4 levels.

Were you doing lean of peak operations ever? This looks like what you might find if you had uneven fuel injectors.

This is a great discussion to see in aviation communities. I think that flying no VATSIM or Pilot Edge both allow you to make mistakes as we are "Shaking off the cobwebs" and really keeps us proficient for a much cheaper cost. I wish more pilots explored the home flight simulator equipment. Unfortunately, most the flight students walking into my flight school are always pushing the 6 approaches in 6 months with nothing to keep their head in the game when they aren't at the airport. I love going on VATSIM and finding hard IFR weather in the USA and doing a few approaches every week. It's great for proficiency.

Don't forget what all those "old pilots" used to say when GPS first became a thing. "I wouldn't trust that because the government can turn it off and on at any time they want to." Keep those old pilot skills fresh. When was the last time we all flew VOR to VOR and switched at the change over point? I know it's been a little bit for sure for me.

!GPS 06/008 (KZAB A0002/15) ZAB NAV (WSMR GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADS- MAY NOT BE AVAILABLE WITHIN A 499NM RADIUS CENTERED AT 332339N1063058W (TCS 070039) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 454NM RADIUS AT FL250, 385NM RADIUS AT 10000FT, 378NM RADIUS AT 4000FT AGL, 366NM RADIUS AT 50FT AGL 1506051830-1506052230 !GPS 06/001 ZAB NAV (WSMR GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADS- MAY NOT BE AVAILABLE WITHIN A 499NM RADIUS CENTERED AT 332339N1063058W (TCS 070039) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 454NM RADIUS AT FL250, 385NM RADIUS AT 10000FT, 378NM RADIUS AT 4000FT AGL, 366NM RADIUS AT 50FT AGL. DLY 0430-1330 1506040430-1506061330 !GPS 06/001 ZAB NAV (WSMR GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADS- MAY NOT BE AVAILABLE WITHIN A 499NM RADIUS CENTERED AT 332339N1063058W (TCS 070039) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 454NM RADIUS AT FL250, 385NM RADIUS AT 10000FT, 378NM RADIUS AT 4000FT AGL, 366NM RADIUS AT 50FT AGL. DLY 0430-1330 1506040430-1506061330 !GPS 06/013 (KZLA A1279/15) ZLA NAV (WSMR GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADS- MAY NOT BE AVAILABLE WITHIN A 499NM RADIUS CENTERED AT 332339N1063058W (TCS 070039) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 454NM RADIUS AT FL250, 385NM RADIUS AT 10000FT, 378NM RADIUS AT 4000FT AGL, 366NM RADIUS AT 50FT AGL 1506051830-1506052230 !GPS 05/105 ZLA NAV (CHLK GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADSB) MAY NOT BE AVAILABLE WITHIN A 454NM RADIUS CENTERED AT 360822N1173846W (BTY 214059) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 430NM RADIUS AT FL250, 359NM RADIUS AT 10000FT, 301NM RADIUS AT 4000FT AGL, 251NM RADIUS AT 50FT AGL 1506041630-1506042230 These are why. It seems far away but it has stray signals across all of those areas. Note: At 10,000 ft, it's 359-385 nm away and if your flying IFR across Arizona to California, you are above that where it extends even farther. These notams are very common around California, Arizona, and New Mexico and correct, some that I attached aren't valid now but they pop up frequently. PS, the cool glasses smiley face are how the Notam is written out and then read by the message board. I didn't put them in.

For ILS approaches in the case of vector to final, I teach to have flaps to take off position as the localizer is half way deflected and coming in. For the gear, I teach when the glideslope is half deflected from the top coming down, throw the gear. It will give the autopilot time to retrim so that all you do at glide slope intercept is pull the power back and descend down. Something to remember and applies heavily to IFR flying is trim is moving the stability of the aircraft in reference to airspeed. Another way to say this is the plane wants to seek an airspeed based on trim. When you are level flight and trimmed for level flight, if you push over, you will speed up and the plane will on its own begin a climb "seeking" that airspeed. Now apply this logic for approaches. When shooting the approach, the common thing new to IFR pilots do is they chase the glideslope by pulling or pushing the stick. Instead, have the plane trimmed for your approach speed before you intercept the glideslope to follow it down. When you reach the glide slope, pull the power back (about 12-16" MP in your aircraft depending on wind) and the use the power to get back on glideslope. Remember pitch for airspeed, power for altitude? You can treat an instrument approach the same way. For non precision approaches VOR, Localizer, etc. approaches... As you get half deflection coming in on the radial/localizer, etc... Throw the flaps... 2 miles prior to the Final Approach Fix (FAF- point where you start your descent to minimums), put the gear out. It will give time for the autopilot, or you to retrim the aircraft for the desired speed in the new configuration. Additionally, the autopilot will have no inpact on preventing the glideslope from showing up on an HSI. One has nothing to do with the other. Speed brakes, assuming precise flight speed brakes, are certified for use in approach and landing and they even looked at how it would effect go around performance. It is not a limitation. Use them if you feel you need it. It shouldn't always be needed though except in the case where ATC told you to descend late and you need to slow down while your nose is down. To get a side lobe signal from a glide slope, you would have to be crazy high above the real glide slope anyway and it is unlikely you'd make the mistake if you know we're you are on the approach. GTN 750/650 moving maps as well as Foreflight geo reference charts help keep that mental picture of where you are and where you should intercept it at. Now go shoot some approaches and have some fun!

If it said FIKI and not A/C, I'd be willing to play. Sorry. Good luck with the sale.

Flaps takeoff and gear down is how I teach all ILS approaches. It is very common in G36 Bonanza's and it happens in the ovation I fly. It's not an antenna issue, it's just blocked by the wing. Your aircraft is considered a long body in this case which is where this becomes prone to happening. Like I originally said, just use the flaps and gear and you'll be fine. Don't waste your money taking it to a shop. They will just suck you dry on testing that won't do anything. Ask your instructor to point out to localizer antenna, the glideslope antenna, and your nav antenna. It will all make sense if you look at the plane from the side and see where the wing blocks the signal.

Yea, won't work. Good luck.

How often does he need to fly? Once or more than that? I'm in the area but still easy 4:40 hours worth of driving. Started in a M20D converted C. Flying to CDW gets me angry ofer landing fees imposed by the city.

The factory has them but they are expensive.

Where is the plane located? Maybe one of us can stop in periodically if not daily. That usually helps push things along faster.

Great job on the purchase. Just a warning. It is an airworthiness item to have the inside handle cover on the baggage door. I noticed you don't have it in the photo so I urge you to get it immediately. That should have been found easily on the pre-purchase inspection. Again, congratulations and welcome to aircraft ownership

The Garmin box looks for a frequency. When you put in an ILS, you're putting in just a frequency. The GS has nothing to do with a database. At that point, you tune in the localizer, it looks for a paired frequency for the glideslope. For the table, look in the FAR/AIM in TBL 1-1-4 in the AIM. Yes, this is an FAA publication but these frequencies don't change. Anyways, if it doesn't see it, it won't show the glideslope and will flag. Simple as that. Again, all you should do is add flaps to lower the nose so that your antenna can get the g/s signal. If you look at where these antennas are located at all airports, localizers are at the opposite side end of the runway. The glide slope antenna is on the approach end of the runway. So if you understand this, it will make sense why the localizer will come in but the glideslope signal will still be blocked by the wing. Again, this is common in low wing airplanes and something an instructor who has only flown a Cessna won't know about or have experience with.

First, did you check notams? I'm guessing you isolated that it wasn't that it was notated out of service. Did you report it to the tower/approach so they could get a second opinion? This is common on mooneys. Essentially what happens is your nav antenna is on the tail. What you can do to help is have approach flaps and give yourself a reduced angle of attack. See, your wing with block the tail antenna and you won't receive any signal. This is very common on long body Mooney's and A36 Bonanza's. When you're innersepting the localizer, have that be your time in your profile to deploy flaps. Then what happens is you might see it come off and on so in that case throw the gear and add full flaps. I guarantee you'll see it then. If you're ever flying and it won't come in, nudge it in a dive a little. A little bit of pitch change will do a lot in this case.

It makes the bugs come off the leading edges easier. No, there is no reason to not fly through light rain. How else are you supposed to wash it?

I'd be glad to help. Currently in the JYO area flying an Ovation 2 DX and teach on the side very often in other aircraft that are in a flight school here. Lots of experience in Ovations with icing using TKS, oxygen (taken the thing to 17,000 ft), and lots of cross country trips over 1000 nm on a regular basis. I also teach with MAPA Safety Foundation and approximately 1500+ dual. If you're flying G1000, I would have to say I've got an exorbitant amount of flying time in that avionics suit as well as G530/G430. References available upon request. Let me know if I make the cut.

I doubt it. The plane was probably insures for less than new value. They usually are since it immediately looses value as it flies off the assembly line.