Deb

Tempest generously donated a set (12) of fine wire spark plugs to the Mooney Summit and the Bob Gilliland foundation in October for the silent auction. (Full disclosure, I am a board member.) This alone would make us choose Tempest. We have Tempest plugs and oil filter.

An article discussing some aspects of Mooney airframe icing by Bob Kromer was posted here: http://www.mooneyevents.com/flying5.html. It focuses on tail stalls. From the article: "... But as you can imagine, we also learned a lot about structural icing on the Mooney airframe during thest tests. Lots of important information came from those tests, but I want to pass along what I think was the most important for your consideration. Most of the airframe ice I accumulated at altitude was brought to the approach and landing. It was just too cold at lower altitudes to melt anything. And what we learned that I think was so very important was this - WITH AIRFRAME ICE ON A MOONEY DURING APPROACH AND LANDING, CONSIDER LIMITING FLAP DEFLECTIONS FOR THE LANDING. Here's the reason. We all know the amount of nose up trim required in our airplanes is pretty substantial to retrim when the flaps are extended - especially the M20K, M20M, M20S and M20R airplanes. Retrimming our airplanes causes the entire horizontal stabilizer to move and significantly changes the angle of attack of the horizontal tail's leading edge (nose up trim is leading edge down). With a substantial amount of ice on the horizontal tail (1/2 inch or greater), we found that the airflow could seperate over the horizontal tail and the horizontal tail could begin to stall when retrimming the airplane nose up for the landing with anything greater than 15 degrees of flap deflection. The buffeting started around 85 KIAS with the flaps at the takeoff setting (15 degrees) and got worse as we got slower. Buffeting was felt through the control column and elevator effectiveness was greatly diminished. With ice on the M20K prototype while landing, I learned to make my approach and landings at 90 KIAS with the flaps up. This completely avoided the retrimming/tail buffeting/stall situation. We felt so strongly about this (limiting flap deflection for landing with ice on the airframe) that we immediately added this recommendation to the Pilot Operating Handbook for the 1985 model M20K when we got back. The aerodynamics of the airplanes we all fly are very similar. I suspect that what we experienced on the M20K prototype in Canada you will experience in your airplane. So think about limiting flaps to minimize retrimming the tail when landing with airframe ice on your Mooney. Keep the speed up on the approach (85-90 KIAS) and carry that extra speed to the landing flare (just make sure the runway is long enough to handle the extra speed and landing distance). Stalling the horizontal tail is something not to be reckoned with, especially close to the ground."

According to Robert at Sensorcon, calibrating the unit a six month intervals appears to extend the life of the sensor.

Following up on Dan's suggestion, the Mooney Summit will purchase the necessary equipment and provide calibrations at no charge at the Summit in Panama City Beach (http://www.mooneysummit.com).

That may not be correct. From TCM SB96-11A http://www.certifiedengines.com/pub/SB96-11A.pdf: PROPELLER STRIKE INSPECTIONS. Following any propeller strike, complete disassembly and inspection of all rotating engine components is mandatory and must be accomplished prior to further flight. Inspect all engine driven accessories in accordance with the manufacturer’s maintenance instructions. Prior to any ground operation of the engine assure that the propeller flange and the crankshaft flange area are free of any crack indications. In addition to the engine component inspection requirements set forth in the appropriate overhaul manual, the following inspection procedures must be accomplished: The crankshaft must be inspected by magnetic particle inspection. All crankshaft surfaces must be cleaned free of sludge, paint or any other substance that could mask reliable magnetic particle inspection indications. Connecting rods, gears, and all other steel internal engine parts must be magnetic particle inspected. The crankcase must be stripped and fluorescent penetrant inspection performed, paying particular attention to the forward crankcase bearing support and adjacent structure. Connecting rod bolts and nuts must be replaced regardless of condition. On counterweight equipped engines, replacement of all counterweight pins, bushings, end plates and snap rings is required regardless of their condition. Counterweight bushing bores in both counterweights and crankshaft must be inspected in accordance with the criteria contained in the latest revision of SB00-3. Inspect all engine-driven accessories in accordance with the accessory manufacturer's instructions.

The G1000 does not come standard with a DME. What you're seeing is a GPS distance to the VOR (page 51, G1000 Pilot's Guide). The G1000 does not display this for an ILS; however the distance to the missed approach point (ie "RW09 map") can be displayed on the PFD by selecting the flight plan inset.

From page 7-8 (Section VII) of the AFM: 7. Hour Meter Hour meter – located on baggage compartment bulkhead indicates actual flight time and is triggered by the airspeed switch. From page 7-15: Retraction System ... An Airspeed Safety Switch, located on left fuselage side adjacent to the pilot's left knee and connected to the airspeed indicator is incorporated into the electrical system to prevent landing gear retraction while on the ground and until a safe takeoff speed (approximately 60 +/- 5 KTS) is reached.

From: https://www.beechtalk.com/forums/viewtopic.php?f=21&t=115110&p=1538416&hilit=Flap#p1538416 "A wing stalls at a lower angle of attack with flaps, so it should be calibrated with flaps DOWN. Why warn at a safe AoA? (...) Disclaimer: I make and sell the FAA approved CYA-100, a TRUE angle of attack indicating system..." Note: This was posted by Rip Quinby (maker of Bob's CYA-100) on Beechtalk.

Here's an article from Mike Busch describing some in flight tests including LOP mag check. It's from the Savvy Analysis website. https://www.savvyanalysis.com/articles/in-flight-diagnostics

That's a great review of the borescope with nice pictures. You couldn't save high definition pictures (as noted in a couple of Amazon reviews); do you think it's possible to save HD images on a laptop, or do you think the isssue is intrinsic, or related to the WiFi transfer? Any luck with customer support? We're tempted...

BasicMed Not Impacted By Regulatory Hold Order The suspension of all new federal regulations by the incoming administration will not impact BasicMed reforms, as had been feared by some in the aviation community. The directive issued on Jan. 20 by White House Chief of Staff Reince Priebus halts publication of new regulations until approved by an agency director appointed by the incoming administration and suspends the effectiveness of previously published regulations for 60 days. The published effective date of the BasicMed rule, May 1, 2017, is more than 60 from the Jan. 20 directive, which exempts BasicMed from this directive. Additionally, the directive excludes those regulations subject to statutory deadlines. The FAA reauthorization bill signed by President Obama in July 2016 required the FAA to publish rules for third class medical reform no later than January 2017, providing an additional level of assurance that BasicMed will not be impacted by the regulatory hold. The above is from AVWeb: http://www.avweb.com/avwebflash/news/BasicMed-Not-Impacted-by-Regulatory-Hold-Order-228442-1.html

Max-Viz makes an infrared camera system which "blends the imagery from an additional visible light sensor to the thermal sensor which is presented on the display as a single 40-degree wide image through the use of patented image fusion software." http://www.max-viz.com/max-viz-600. It's a factory installed option for Cirrus; there's an STC for single engine Cessnas. At Sun-n-Fun they said one Mooney had the system. AVeeb review here: https://youtu.be/hlblK6A8pEU. Apparently it doesn't display through fog or thick clouds.

There's a nice write up in today's General Aviation News about the luncheon here: http://generalaviationnews.com/2017/01/22/mooney-owners-flock-to-leesburg-airport/?utm_source=The+Pulse+Subscribers&utm_campaign=aee1dececb-TPOA_20170123&utm_medium=email&utm_term=0_62525a9780-aee1dececb-22338 We also thank EAA Chapter 534 for hosting us at a fun event!

Here's a link with audio and animation: http://www.airlive.net/infographic-barack-obamas-last-flight-on-board-af1-fails-to-land/

From 14 CFR 43: §43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration. (a) Except as provided in this section and §43.17, no person, other than the Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service after it has undergone maintenance, preventive maintenance, rebuilding, or alteration. ... (f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of §43.3(g). From AC 39-7D (https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC 39-7D.pdf): "ADs are authorized under part 39 and issued in accordance with the public rulemaking procedures of the Administrative Procedure Act (APA), Title 5 of the United States Code (5 U.S.C.) § 553, and FAA procedures in 14 CFR part 11." So, as above (RLCarter), ADs fall under part 39 and not part 43.

When Trek posted this, Garmin hadn't described the problem with the FIS-B (ADS-B) Nexrad weather product in v14.xx and v15.xx of the GDU software. It is described in Garmin Service Advisory 1650, dated September 13, 2016 http://garmin.blogs.com/files/1650a.pdf. Here is the entire text of the Service Advisory: Service Advisory 1650: NEXRAD Data 13 SEPTEMBER 2016 AFFECTED PRODUCTS: Garmin GTX 345R Transponders interfaced to a G900X, G950, G1000, Cirrus PerspectiveTM, or Embraer ProdigyTM (with GDU software versions 14.00 through 14.04 and 15.00 through 15.12) are affected. DESCRIPTION: NEXRAD data is not available when PRECIP is selected. NOTE METARS/TAFs will continue to show on the display. Weather and precipitation data will also be available on a portable electronic device via Bluetooth with a Garmin Pilot subscription. PILOT ACTION: Rely on other sources for weather precipitation data. RESOLUTION: A future GDU software release will correct this issue. Note: The 0401.30 software runs GIA v5.60 and GDU v9.03. The 0401.34 software runs GIA v7.62 and GDU v14.02. So, with the 0401.30 software, TIS (ADS-B) traffic will display on the G1000. No ADS-B weather will be displayed on the G1000. XM weather (including Nexrad) is not affected and will display on the G1000. ADS-B weather and traffic will display on a tablet running Garmin Pilot or ForeFlight via Bluetooth. On non-WAAS G1000 Mooneys a GTX 345R installation will require the version with an internal WAAS GPS receiver and an additional WAAS GPS antenna. With the WAAS software, the GTX 345R without the internal GPS can be installed since it can get position source from the WAAS GIA 63W units. However, v14.02 of the GDU software precludes display of FIS-B Nexrad weather on the G1000. As above, XM weather does display on the G1000. According to Garmin's Zach Evans, the Mooney OEM Sales Manager, v15.20 of the GDU software resolves this issue. He said this version was made available to the OEMs in December, 2016. Edit: As Lance correctly notes below, Trek had posted today. I had recalled a similar post from Trek in February, 2016. My apologies.

Danb has had the GTX 345R with integral WAAS GPS installed in his S-TEC non-WAAS G1000 Bravo. It works as it should: TIS-B traffic is displayed on the G1000 screens but ADS- B Nexrad is not. Both are displayed on a tablet running Garmin Pilot or ForeFlight via Bluetooth. XM weather is unaffected and still displays on the G1000. So the Option 2 WAAS upgrade is not necessary for the GTX 345R to be ADS-B out compliant as long as you have the one with the integral WAAS GPSS receiver. You'll have to install an additional GPS antenna for this. You only need Option 2 if you want WAAS, or if you want the ability to display ADS-B Nexrad on the G1000. Note that this is currently not available – it requires GDU v15.20 of the software which Garmin is just making available.

info@trioavionics.com

From https://www.faasafety.gov/files/gslac/courses/content/55/707/SFRA Course Notes 111130.pdf (page 11): When you look at the Washington DC charts, you will also notice distinct markings for a ring located 60 nm from the Washington DC VOR/DME. The 60 nm ring is not included in the permanent rule for the SFRA, but it is charted for pilots’ awareness and convenience because of VFR operational restrictions imposed within a 60 nm radius of the DCA VOR/DME. If you are between the 60 nm ring and the 30 nm ring that marks the boundary of the SFRA, VFR aircraft operations are restricted to a speed of 230 knots unless otherwise authorized by ATC. Once you are inside the 30 nm ring – that is, inside the SFRA -- all VFR aircraft operations are restricted to an indicated airspeed of 180 knots or less, unless otherwise authorized by ATC. If you cannot comply with these restrictions, you must advise ATC of your operational limitations and comply with any instructions. This requirement does not apply to FAA-approved DOD, Law Enforcement, & waivered Lifeguard/Air Ambulance flights.

I don't see that distinction specified in 91.113.

§91.113 Right-of-way rules: Except water operations. (b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. It seems pretty clear from 91.113 that in fact you do need to "concern yourself with separation from other IFR traffic..." It's not clear to us why you would think otherwise.

From http://www.sun-n-fun.org/sun-n-fun-intl-fly-in-expo/flying-in/: "The 1st issue of the 2017 SUN ‘n FUN NOTAM will be available March 3rd, in conjunction with the FAA’s release schedule. Please check back for that release, and once again for the final NOTAM release on March 31st." The procedures remain substantially unchanged from year to year. If flying VFR, it's the Lake Parker arrival. You can get a good idea by looking at last year's procedures. Here's a link: http://d2uowj5bno3yjz.cloudfront.net/wp-content/uploads/2016/03/04204544/2016-SUN-N-FUN-NOTAM-0

There is a thread on Beechtalk discussing an opposing view here: https://www.beechtalk.com/forums/viewtopic.php?f=37&t=131819

Tom, You most certainly did the right thing. On our trips if we're not on an IFR flight plan, we usually use flight following. This provides an opportunity to give a quick PIREP (they already have all the information for a PIREP except the conditions you're reporting). We try to do that on our cross country flights, particularly if we encounter conditions which were not forecast or are hazardous, and to give cloud tops and bases. Since "Flight Watch" (122.0 MHz) has been decommissioned, if you're not talking with a controller you can still get weather from local flight service frequencies or from 122.2 MHz (for example "Jonesboro Radio"). You can also give them a PIREP but you'll have to tell them your type aircraft, location, etc. Another quick way to give a PIREP is to use the app Aerovie. It was written by Bryan Heitman who's a pilot. The free version is specifically designed to easily submit a PIREP – you just tap on the conditions you're reporting and the app takes care generating the PIREP format and submits it when it gets a network connection.

Here's a link to the article Kevin referenced: http://www.aviationconsumer.com/issues/43_3/maintenancematters/Spin-On-oil-Filters_6355-1.html Tempest generously donated a set (12) of fine wire spark plugs to the Mooney Summit and the Bob Gilliland foundation in October for the silent auction. (Full disclosure, I am a board member.) This alone would make us choose Tempest.