Steve W

The only place I've seen the 2FA request is for the AppleID(Store, iCloud, etc) Not quite sure how you'd do it to be able to login to the iPad itself. Personally I don't even use TouchID, I prefer a nice 37 digit passcode instead.

I did my mid-wing lens on the side I upgraded to LEDs and it worked well, even as yellowed as mine were. I ended up buying 2 kits from the autoaviation parts store, don't remember which one worked the best.

In my mind the most important thing about search flying is the guy flying the plane does exactly one thing, flies the plane, they don't look for the target, that's what the other 1-2 people are for. Typically we do search flying at 90kts and 1000 AGL in a plane with the wing on the top, the routes are generally planned in advance with some in-the-field improvisation if needed due to terrain or to go back and check out a suspected target. Single pass searches have an incredibly low probability of detecting a target even with excellent visibility. Often it will take several trips with different crews before a target is found. It's helpful to cover an area from different directions and at different times of days to account for shadows, etc. Maybe not so important in KS, but also to cover terrain so on one pass you're looking down from above and on another pass looking in from the side. Edited to add: After seeing the post below about turns, one thing you don't want to be doing is pulling 2g turns. The folks looking out the sides are going to have enough trouble with balance and equilibrium as it is. If you're searching and decide you need to turn around, fly out of the search path, make a nice gentle turn to let the searchers rest their eyes for a bit, then re-enter the search path.

Well, the current certified AFMS says no coupled approaches at all: "This autopilot has not been evaluated to meet certification requirements for coupled instrument procedures, including coupled approaches. Therefore coupled instrument approaches and procedures are not authorized without further approval."

I always hated departing LVK at night, after the lights of the houses end that mountain is just black.

It's snowing in Oregon, hopefully no one catches dysentery, or measles while they're stuck inside for the forseeable future.

Well, it's a Mooney, it's not like it's one of those Beechcraft with 300 acres of panel space.

Well, the obvious solution is just to replace your DG with a G5 HSI and remove the top CDI and put the JPI there... Or really check and see if it fits above the audio panel once you remove the cluster gauge, I can't tell just by looking. (Personally, I'm leaving my tach and MP gauge, but pulled the cluster) I wouldn't want the 900 any farther right than where your tach is now.

And if you can't then you can go to an STEC or King starting at about 20k(Since all signs point to the GFC600 not coming to Mooneys). This is the first time in certified aviation that we're really starting to see autopilot options other than what the aircraft was originally certified with, presumably because the low cost options are doing things like GPS aiding so they don't have a multi year certification with each airframe and make their money back by bundling the AP with the aircraft. Up until a few years ago the only aftermarket option was usually the STEC line at some stunning prices.

I got curious and checked the xVue touch page, it integrates with all the autopilots(made by King), unless they need an attitude indicator or turn coordinator or altitude preselect, then you need to keep those legacy components. Oh, but it will at least display the FD bars on-screen. So I'm guessing it can pretend to be an HSI/GPSS and display command bars. I wonder if someday they'll make it compatible with the mythical autopilot adapter for the mythical KI-300.

Also, check with your local industrial gas/welding supply places. (Airgas, Praxair, etc)

Which is why I included the part number too. (1/8 dia up to 0.250 grip length) And if it gets really screwed up, my A&P can go up a size and curse at the elves.

Annoyingly the hangar elves on my M20J found that the OAT probe plate was riveted in when it was time to put in the JPI probe. Best match appeared to be these: AVEX NON-STR BLD RVT 1604-0412 https://www.aircraftspruce.com/catalog/hapages/avexblindriv.php Although until the A&P inspects the elves work they haven't been reinstalled.

But presumably not tomorrow: WHERE TO PURCHASE The EFIS-D100 was discontinued in January 2019. (Bottom of the page here: http://www.dynonavionics.com/efis-d100.php )

You mean like the L3 ESI-500?

My new backup RC Allen Digital AI has a button press you can use to set the horizon to level. It was an option when I purchased it, figured since it didn't cost any more there was no reason not to get the feature.

If you buy the 'G5 HSI' then it comes with the magnetometer, if you get the 'G5 AI' then it doesn't. It looks like the price difference is about $300. But really you'll almost certainly want the GAD 29 to actually navigate with GPS which adds $500, $700(GAD29B ) if you want to use it as a heading bug/GPSS for a legacy autopilot.

If you don't mind the loss of rate of turn you can put an Attitude Indicator in the TC spot per AC 91-75, with some power source restrictions and you need to put in a slip/skid indicator.

Even if it's technically legal to only have a unit that transmits on 406(and it's hard to find the official rule one way or the other), I'd never consider buying one. If the GPS on your 406 only doesn't work or gives an old position a couple miles away then they still have to find you, the way that's done is with the lower powered 121.5 homing signal. Sure, if you crash in nice weather they may be able to find you visually, but in other instances they're going to have to find you by radio, and hand-held homing on the continuous 121.5 signal is so much easier than the 406 that only gives a burst once per minute.

I haven't seen my magnetometer yet, I replaced my temp probe in that position for the JPI 900. (1994 M20J with King HSI) I should go look for the magnetometer. And it's replacing the lighting wiring, the twisted pair means the power to the light and the return from the light cancel itself out and greatly reduce the magnetic interference. Twisted pair both reduces interference to the signals in the wires(the light doesn't care) but also reduces interference to things around those wires.

Apparently(third hand) the engine shop my engine went to also made some not-so-good remarks about Exxon when it got there. I was thinking of changing based on that, but now I guess I don't have a choice.

Not sure what additional equipment you mean... It does require a GPS signal for any ground based tracking, but it basically requires a GPS for everything it does, similarly it requires 2 G5s as well for pretty much every install. Now, if you're comparing it to the TT, yes, the GFC500 does require more than just an 'autopilot'.

Actually, according to the currently approved AFMS for the TruTrak: "This autopilot has not been evaluated to meet certification requirements for coupled instrument procedures, including coupled approaches. Therefore coupled instrument approaches and procedures are not authorized without further approval." So, no, it's not legal down to 700, it's not legal at all right now. Sure, it might be someday, it might also someday have electric pitch trim but considering how rarely any avionics manufacturer meets any of their targets I'd never buy anything assuming it may someday do what I want if it's a feature I really want.

I see Trio and TruTrak in the area of replacements for the old Cessna Navomatic or other single axis and wing levelers, "I don't need an autopilot but it's sure nice to have sometimes" The GFC 500 is in an odd space since it's architected similarly to the others but requires the G5s, but can also fly approaches. I think it will do well in the middle ground of the 2 Axis King/Century without altitude preselect or other bells and whistles for people who haven't already chosen their glass. The new STEC/King/GFC 600 are the top tier for those who already have a full King or STEC or already have glass and want none of the limitations of the lower end models.

Hmm, that's not at all what the JPI Installation manual says: "The remote alarm light is a Red or Yellow light depending on the alarm condition. The EDM-900 incorporates a single light that alerts the pilot that a problem existing within the engine. This light is placed in with the primary flight instruments and is required for primary installation." And the flight manual supplement says: "The EDM-900 must not be used as primary if the RAL is not working." No exceptions for locations I can see, only the restrictions that the display must be within X of center line.