Deb

From http://www.ifr-magazine.com/issues/33_7/features/A-Date-With-AIRAC_1248-1.html: “The AIRAC date occurs every 28 days on a Thursday. Each country determines the exact time of the switchover to coincide with low air traffic volume. In the U.S. it is 0900 Zulu or 1200 a.m. to 0400 a.m. local depending on time of year and zone.“

Deb (both of us)

Yes; it’s behind the MFD.

Jerrod, Are you looking for a school, or just an instructor? There are options a TMB, Endeavour at KOPF (Freddie is a good guy, but we have no experience there) and there are several schools at HWO. Further north, FXE and PMP have schools. There are also instructors with planes at FXE and probably others. If we knew which airport(s) were convenient for you we could be a bit more specific. Debbie

From Trek Lawler (Garmin Field Service Engineering Supervisor) posted on BeechTalk 4/17/2019 https://www.beechtalk.com/forums/viewtopic.php?f=21&t=166081&start=105: Hello everyone, we just received approval on the revision 18 of the G5 install manual which updates the type design data to reintroduce shielded twisted-pair cable, MIL-C-27500 as an optional wire type for use in CAN bus installation and other minor clarifications to the STC Installation manual. we will have the new manual posted here very soon. let me know if there are any questions,

Tom (@Yooper Rocketman) and Beth graciously invited us to visit them on Friday. They are terrific hosts and we had a great time with them, along with their friends Steve and his wife Patty. They have a lovely home in Spruce Creek (7FL6), a very impressive aviation community. Lots of neat airplanes there besides Tom’s gorgeous Lancair IVPT (turbine). Tom’s plane is spectacular! The fit and finish is outstanding, and there is meticulous attention to tons of details. It’s amazing that he built such a fabulous plane at his home. Tom’s hand seems to be improving after an incredibly scary event; we’re hoping he continues with a speedy recovery.

We flew to the Grand Canyon and Lake Powell from Sedona. It was a perfect day for flying and the scenery was spectacular. Even our pictures don’t do justice to the natural beauty. This was definitely a Mooney flight of a lifetime. We feel blessed and privileged that we can do this flight in our Mooney. A few pictures (or it didn’t happen): Grand Canyon, Dragon Corridor: Grand Canyon, Zuni Corridor: Lake Powell: Final approach to Sedona RWY 03:

We can’t say enough good things about Eric and Paul in Willmar, MN (Oasis Aero and Weep No More). They are great guys and know Mooneys very well (they are an MSC). Eric flies our plane with us before thhe start the annual, and again when it’s done (he’s also a CFII). They’ve encouraged us to participate in annuals as much as we’ve wanted, and as a result we’ve learned a lot about our plane. They’ve been on schedule with us and stand behind their work. Even though it’s a long trip for us, we go there because our plane will be as good as it can be when they’re done, and we will have had the opportunity to learn and follow along the way.

Additional news: https://www.inverse.com/amp/article/53236-ipad-mini-5-upgrade-features-price. Possible Apple announcement March 25. Will use A10 Fusion chip (same as iPad 9.7). Probably not compatible with Apple Pencil 2, possibly compatible with first generation pencil.

The Electronic Module Assembly (EMA) needs to be overhauled at 7 years (by AmSafe) and replaced at 14 years. The inflators need to be replaced at 12 year intervals. Here's a link to AmSafe SB507592-401-25-01 dated June 15, 2015 which extends the service life of the inflator assembly from 10 years to 12 years: http://www.mooneypilots.com/service/SL_15-15.pdf. Here’s a link to a previous thread on this topic:

It was Clinton County, PLB. Here’s a link: http://www.airfields-freeman.com/NY/Airfields_NY_NE.htm (scroll down to the second airport).

Eric and Paul at Oasis Aero in Willmar, MN allowed us to participate in this endeavor. We drilled out the rivets holding down the dorsal fin and then used a plastic tool to cut the adhesive. We also had to remove the interior panels in the top of baggage area. We replaced the existing antenna with the 110-773 whip antenna. We let the professionals reseal and expertly rivet the dorsal fin back in place. We touched up the rivets with rustoleum glossy white paint (thanks @jetdriven). ACR has a kit to use the existing wiring to the remote switch which includes the new switch. Here’s a drawing of the antenna from the installation manual https://www.acrartex.com/download-product-attachment?id=1361.

Is it this one?

There have been issues with Champion fine wire plugs in the past, described here by Tornado Alley Turbo (TAT): http://www.taturbo.com/TATSR22-SB11-05 fine wire spark plugs initial release sept 23 2011.pdf. Mike Busch wrote about Champion plugs here: https://blog.aopa.org/aopa/2015/03/19/champion-from-denial-to-acceptance/. Champion changed the design of their spark plugs in late 2014. From Busch’s article: “It’s easy to tell whether a given Champion spark plug is of the old or new variety. Simply look at the metal contact located at the bottom of the “cigarette well” on the harness end of the plug. The older-design plugs have a straight screwdriver slot machined into the metal contact, while the newer-design plugs do not.”

It’s actually a bit more nuanced; here’s the definitive answer from John Collins: The LPV CDI FSD (Full Scale Deflection) is 1 NM until reaching a point 2 NM prior to the FAF. The FSD then transitions to the value for the FAF to threshold. At the FAF, this is equivalent to +/- 2 degrees measured from a calculated point beyond the threshold such that when at the threshold, the FSD is +/- 350 feet. It continues at a fixed value of +/- 350 feet until reaching a reference point (about 1000 feet from the threshold) and after that, is changes to a fixed value of +/- 0.3 NM. So as a practical matter, it is similar to an ILS with a runway length of about 10000 feet. It is angular for the final approach course (+/- 2 degrees) and not a fixed value. It is +/- 350 feet at the threshold and continues at this value for another 1000 feet before increasing back to 0.3 NM. My reference for this is from RTCA DO229D, which is the technical specification for a TSO C145/146 WAAS GPS Navigator. You have to be a member of RTCA to get this document for free or must pay $370 for a copy. Here is some description from the 10/12/2017 AIM 1-1-18, d 4 (page 1-1-34): 4. Both lateral and vertical scaling for the LNAV/VNAV and LPV approach procedures are different than the linear scaling of basic GPS. When the complete published procedure is flown, ±1 NM linear scaling is provided until two (2) NM prior to the FAF, where the sensitivity increases to be similar to the angular scaling of an ILS. There are two differences in the WAAS scaling and ILS: 1) on long final approach segments, the initial scaling will be ±0.3 NM to achieve equivalent performance to GPS (and better than ILS, which is less sensitive far from the runway); 2) close to the runway threshold, the scaling changes to linear instead of continuing to become more sensitive. The width of the final approach course is tailored so that the total width is usually 700 feet at the runway threshold. Since the origin point of the lateral splay for the angular portion of the final is not fixed due to antenna placement like localizer, the splay angle can remain fixed, making a consistent width of final for aircraft being vectored onto the final approach course on different length runways. When the complete published procedure is not flown, and instead the aircraft needs to capture the extended final approach course similar to ILS, the vector to final (VTF) mode is used. Under VTF, the scaling is linear at ±1 NM until the point where the ILS angular splay reaches a width of ±1 NM regardless of the distance from the FAWP.