neilpilot

and this from Seattle Avionic CEO Steve Podradchik, This is the difference between certified FAA DO-200A plates (FlyQ) and non-certified data that ForeFlight uses. I just reviewed the plate. The FAA happened to have updated it for the cycle that starts on Thursday. And that's a good thing because we didn't geo-ref the old version because the FAA didn't do it right and it flunked our validation process. The new plate passed validation so you'll see it calibrated in a few days. To be clear -- this is NOT a problem but a benefit to getting plates checked multiple times by different people for accuracy before they're released. Apparently ForeFlight has no such checks. Keep in mind we supply geo-ref data to 20+ apps and devices including certified systems like Aspen and Bendix-King so we have to accurate. In fact, in about 9 years of doing this and having processed over 1 million plates, we have precisely 1 case of us making a mistake -- that's a better track record than Jepp. The FAA makes a few mistakes every month and have some plates, most notably VOR or NDB approaches, that have only one navaid on the plate (and no fixes) so there is no other way to cross-check the plate accuracy so we can't certify them.

A reply from Seattle Avionics' Keith Russo: HI Neil, Great question! The plate is legal to fly even without the geo-ref. In any case, this one did not pass our technical qc checks. Normally these get resolved within a cycle or two by the FAA. I have flagged this plate to be reviewed again. Thanks for your feedback! Fly Safe! ...and my reply to Russo: Thank you for the quick reply. However, you imply that this is a problem with the FAA. Why, then, does the same IAP work in Foreflight? Also, approximately how many IAPs in FlyQ, on the average, will exhibit this problem? Is it rare and I just was unlucky in December?

Last month I flew to KLXT (Lee's Summit MO) for a dog rescue. I was surprised to see the plate for their GPS rwy36 marked at the top to indicate NO georeferencing data available. Some of the other approaches to KLXT are georeferenced. I searched Mooneyspace for info on approaches lacking georeferencing, but came up blank. My questions: I fly behind FlyQ. Does the KLXT GPS 36 in Foreflighalso have geo-data? I think Seattle Avionics data drives both software. any info on why data would not be available for certain plates? are there many other approaches without geo-data (this is the first I've encountered)?

I've flown Yogi a few times, and he just sits or sleeps on my co-pilot's lap and sometimes looks out the passenger side window. Have considered hearing protection, but based on consultation with a vet we know whose well versed in GA, we've decided that it isn't really necessary for the frequency of his flight. Have also transported hundreds of rescue dogs, always without incident except for the time that a Jack Russel chewed his way out of the carrier on climb-out from KNEW. I was initially concerned about having a loose dog in the aircraft, one that I didn't know. Luckily, he just climbed up front from the baggage compartment and slept on my co-pilot's lap, all the way to Memphis. Here's Yogi on the way back from this year's MAPA Homecoming, nonstop from KERV to KAWM. http://mooneyspace.com/gallery/album/13961-copilot-on-return-from-2014-mapa-homecoming/

IIRC years ago one of the Cayman Caravan organizers (Paul Bertorelli) had electrical issues on the way back and landed in Cuba for repairs. He had his Mooney back in the air in a day or so, and recall he didn't experienced any issues related to the embargo.

Weird, I had signed up for tonight's webinar. However, I didn't call in after I received an email yesterday that it had been rescheduled for .........8/5/2015!

I based my M20E in a hangar at KCPK for about 3 years starting in 1989, and then moved into Aerodyne's maintenance hangar at KPVG until I relocated in 1994. You might check to see if Aerodyne @ PVG will rent space in their hangar. Not an ideal situation. How far are you from KPHF or KJGG?

Afraid not. Manual revision was 1980, but covers M20C only thru S/N 670149 (model year 1967)

If it were me, it would depend somewhat on the shop that did the last annual and pre-buy. If, as an example, the last annual was done at a MSC then I'd be comfortable in taking it to a shop with reasonable Mooney experience.

Jerry, I have XM (the $35/mo version) on my GNS430W, and no experience with ADB-S weather. I like having XM intergrated into my 430 screen and not having to also fidget with another device. Also, I've heard that the 2 weather sources are quite different in timing and display. How do you compare the QUALITY of the 2 weather sources?

It's not prudent to rely on a single window; suggest you consider a backup window on the passenger side.

In my experience, the EGT probe requires a 3/16" hole. They should be positioned 4"-8" from the exhaust flange. Uniform placement is essential so the readings are comparable. You must place the thermocouple beyond the flame front. Since you are likely starting with a single factory probe, drill the other cylinder holes at approximately the same distance.

I understand, but I was only asking about info on a Windows app...............BTW, do you also fly with a backup transponder?

I'm not really concerned about being asked to call. If my iPad and phone IAPs crap out, and the weather prevents a visual, then a call after a safe arrival is a non-event. BTW I experienced a total electrical failure years ago in IMC. I was left with my handheld Com and a non-aviation GPS. I was already on a STAR into KDAL, and they provided vectors to final. No phone call, no reports required, but that wouldn't have been a problem then either.

Yes, I am serious. All I was asking was for a recommendation on the best way to use a Windows phone for backup IAPs. Thanks Marauder and Marky for your suggestions. When I read some of the other responses, I come away with the impression that you feel that if you don't have 3-4 sets of backup IAPs you are doomed. In a pinch, it's really not difficult to load the approach into the GNS430 & ask ATC to read back pertinent items from an IAP. That's not something I want to do routinely, which is why I want a backup.

Can someone recommend a app for my Windows phone that would provide a backup source for IAPs? Of course, free is always better. I fly behind a GNS430W and realize that ATC can read me the chart in an pinch, but would prefer a backup to my iPad. I've been flying with an iPad (first Foreflight, now FlyQ) for 3 years, and my backup printed approach plates are getting old. They have never been needed. I'd like to ditch the paper, and don't want to print backup plates before each trip. I'm not concerned about en-route charts and other efb functions.

M20M, a Bravo, c/n 27-0148. Based at Augsburg in Bavaria (yes, D prefix is German registry)

I've removed both senders for overhaul, didn't remove the front seats and don't think it would improve access greatly. Start with the tank empty. Then simply slide the front seat all the way forward, pull away interior panel and the sender is easily accessed. Be sure to use a wrench on the sender post when removing the wire, to prevent damage to the sender.

Coincidentally, I just installed the Sextant 30w nav light kit in my M20C this morning! The install is incredibly easy. It took under 30 minutes, and I work slowly. Not only will this kit serve as a poor-man's (or should I say CB?) strobe, but it will draw a fraction of the power of the incandescent bulbs and should last forever. My kit was won as a door prize at the Mooney Summit II. I'd highly recommend the retrofit for an older Mooney, especially one without wing tip strobes. I already run a belly and wing tip strobe, but I imagine the flashing nav lights will increase my chance of being seen.

I've used my handheld several times since 1998, including a couple of total electrical failures. Last time I needed it was on arrival to Panama City Friday for the Mooney Summit. In addition to a ppt/headset cable, I suggest you consider having your radio shop install an outside antenna jack. It's an inexpensive, standard splitter to one of your com antennas. Make a world of difference.

Can't give a precise time of arrival, but expect to land 4-5PM. I have a rental car at terminal, and can give 1 or 2 a lift to town.

After you place the order, let us know when (and if) they actually ship this item

We'll be there as well

In 2011 I experienced a similar incident in a 64E. Did the usual checks, and could not find an obvious cause. Over a 12 month period I had both mags and the fuel injection serviced. No anomalies were reported. Then in July 2012 the engine stopped again, resulting in an off-field landing. The aircraft was totaled, and a few months later I participated in the NTSB investigatory tear down. Everything they looked at (fuel, mechanical fuel pump, injectors, engine compression, mags, etc) looked good. They decided to send the mags and RSA unit out for inspection. The NTSB later determined that a broken piece of an O-ring in the servo blocked normal fuel delivery. The NTSB investigator reported that "The fragment and the missing portion of the o-ring are similar in size. No other o-rings within the servo appeared to be damaged. I believe that it is likely the fragment came from the idle valve assembly." PS - I now fly an O-360, eliminating that pesky fuel injection unit

I'm aware of the need to evaluate the steering horn & shim wear, which can be estimated by feel (rudder slop) and left-right free play of nose gear, when on jacks. Purpose of the email was to obtain name or contact info of an A&P on or near KMRC that could evaluate the gear to confirm that there wasn't something else wrong beyond gradual wear, i.e. hardwear was loose.