midlifeflyer

There's a service bulletin on this http://www.mooney.com/wp-content/uploads/2014/03/sbm20-239a.pdfwhich is incorporated into an AD http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/85ae60363500442386256a4d004911ca!OpenDocument&ExpandSection=-8,-5#_Section8

I think that's right - a WAAS feature (it's in the 430W/530W). But considering the steps to turn it on (next to last choices on the menu when in the flight plan page) not too likely you would have done it accidentally.

Here's the E/F page from the PPP manual

So sorry I had to miss it. Looks like a good time was had by all.

Kind of surprised no one has picked you up on the offer.

I bought mine used and have been very happy. If I'm willing to accept the seller's statement that he or she had no trouble with it, a warranty for a sealed item with nothing more to break than an on/off switch unless I drop it, is not worth a 20% of the purchase price (assuming the $499/$100 someone mentioned) to me.

"The M10J performance goals include cruise speeds greater than 170 ktas and a range of more than 1,000 nm while maintaining a competitive market price." Some "baby."

I "liked" Parker's response. With the right company, this should be negotiable. For the purpose it is better to work with an independent insurance broker/agent than with a company directly. The problem I see with depositing the deductible is that the high deductible applies to everyone. IOW, if the new partner causes a hull claim, fine, but if one of the others does, the high deductible still applies. It's not fair to the others to be stuck with that and it's certainly not fair for the newer pilot to pay the deductible for someone else's accident. On thing I have seen done in situations like this is is the same deductible but with a higher premium, with the low-timer paying the premium differential. I was that guy in a group ownership a few years ago and felt it to be quite fair.

I wouldn't want to be "as prepared as possible." Reasonably prepared for the level of risk I perceived, definitely. But one can go overboard as well. Wish I knew where it was or saved it but I recall someone taking a photo of his cockpit with mounted iPad, iPhone, 396 or 496, and a 430/530 suite. I wondered how he could find the time to scan the actual cockpit instruments And even that wouldn't be "as prepared as possible" to others. The definition of what is "overboard" as well as what is reasonable preparation will vary from person to person and the perception and acceptance of risk. My personal risk analysis tells me that the likelihood of an electrical failure that ends panel navigation and communications failure without time to get to an acceptable diversionary at the same time as both my iPad primary and Android backup chart apps crap out also is highly unlikely. And if it happened, a bunch of paper charts would not help much. YMMV. In fact I'm sure some would say I have gone a bit overboard in preferring my backup EFB to be running a different operating system or in using one at all given the Garmin avionics in the aircraft I typically fly.

Like Bob, I don't carry paper except for my "emergency" sticky note pad. No crashes in the three years I've been using an iPad in flight. The difference with Bob is that my electronic backup is not only a different app but a different device using a different operating system. And like triple8s, I have no plans of dying in the near future either

I think I made a mistake on this. The Skew T does show the information. But jlunseth was talking abou the app and at least the last time I looked, the SkewTLogPro app did not show the curve representing the dry/then wet adiabatic cooling rate of a hypothetical lifted parcel. That's the one (the black line in the diagram below) that, when compared with the actual temperature indicates atmospheric stability or instability. That was one of the reasons I didn't get the app and prefer to rely on the NOAA's javascript version at http://rucsoundings.noaa.gov/gwt/

I think it does, at least for those who know enough about interpreting the information the Skew-T provides. It measures the degree of atmospheric instability and different levels and those are related to storm intensity as well as icing potential.

9News reports one dead. Not that it's any better if it's a stranger but I sure hope it's not one of my friends

More or less accurate. But (1) it's probably going to be one judgement against both for a single amount, not a proportional award against each, so you'd be stuck with the excess $250,000 on a $1.25 million judgment either way, and (2) they'd try to collect the excess $250,000 from whichever of you is easier to collect from. Assuming the company has substantial assets, that's more likely to be them than you, so the "dilution" of the insurance coverage cuts both ways. That's of course assuming the insurance company doesn't settle the case for the policy limits (statistically the most likely result) , ending it.

If a question is raised, the FAA is not hoping to worry about your official job description. If you are transporting company persons or property (other than yourself) and receiving compensation for it, it requires a commercial pilot certificate if it is in the company's airplane. A Part 135 certificate if it is in your airplane. "Compensation" is very broadly interpreted to include your receipt of anything of value in exchange for providing the service. Not even a slight tinge of grey in this one. See the Mangiamele interpretation as an example. http://www.faa.gov/about/office_org/headquarters_offices/agc/pol_adjudication/agc200/interpretations/data/interps/2009/mangiamele%20-%20(2009)%20legal%20interpretation.pdf

BTDT. It was worse with the anti-glare screen than with it. Pulled it off and crumpled it while I was flying so I sound see the screen better. I had one for my iPad 1 and it worked pretty well. But for the iPad 3, the cure was worse than the disease.

I'm hoping to avoid a new iPad of any size until there is a glare-free screen. Don't expect a card slot on an Apple tablet or phone unless Apple changes it's basic philosophy of offering a closed system.

Although nothing is truly stand-alone, the Skew-T is probably best tool for this purpose. While a primary purpose of the tool is the measurement of the potential for convective activity, at its simplest its a visual of where the temperature and dewpoint will converge and diverge, giving a very good estimation of cloud heights and layers. It's been fairly accurate when I've used it to get an idea whether, despite low ceilings, we will be en route in sunshine. I've very please to say that I converted Ed' excellent Skew-T presentation to video for YouTube: Weather in the Vertical Part 1 Weather in the Vertical Part 2

My flying club is based at Sanford and we have three M20Js. We do our maintenance in house but I can certainly ask our mechanics about outside work our a local if you want. PM me if interested.

Avare is truly amazing for a free product (I currently use it as a backup app) but (i am in the process of demoing IFly on Android) for IFR I think IFly is far superior.

Check Foreflight "Documents"

You talking about the Class D altitudes like the -40 in the segmented box in the Scottsdale Class D? It means that the Class D airspace starts at the surface and goes up to but does not include (that's what the minus part means) 4000' I you have the chart, it's in the legend. Always kind of wondered about that, like I'd be able to maintain 3999.5'

Rolls substantially greater than the POH performance tables get my attention. If we fly in areas with approximately the same elevation, we have a sense of what that is, but when we go elsewhere...

I'll only be around for the morning (and probably doing a volunteer hour at the AOPA legal service plan both) but I will try to stop by.

Yes and no. First, this isn't brain surgery. If you normally don't lean for takeoff at altitudes below a certain level, say below 3000 D-Alt, then you know you have quite a bit of leeway in terms of what is optimum. Second, there is a bit more of a tendency for aircraft to overheat at higher density altitudes, perhaps because so much less power is being used to preform the same task - just like the proverbial 90-lb weakling will sweat more moving a boulber than a football linebacker. And, as we know, one of the things fuel does is help cool the engine. So, it's pretty common at high density altitudes to lean for an approximation of best power (using various techniques based on the experience level of the pilot with high density altitudes and the equipment) and then enrichen a bit more for better engine cooling.