kpaul

How's the grass holding up? The Caravan did not make the trip from MSN to OSH because of the weather.

The Caravan parking area will be thinned out by Thursday, however there will still be some of us around. My plan is to be there through Sunday. I figure if I am going, I am going all the way Saturday through the final Sunday.

Interesting. I just caught it, but are they changing the ICAO identifier for Ravalli Co. Airport to KHAM? It is currently 6S5.

CBP (Customs and Border Protection) DTOP stickers. The number is the last digit of the year. So actually, it is a US thing.

I guess Choice Aviation is brining in enough $$$ to make this worth while, Not a lot of traffic at HAM other than them. I like this because I am looking at the Missoula/Hamilton area for my post military second career starting next spring.

I have already updated my GTN650 card. flyGarmin.com allowed me to update with the current or new database. I did that on Sunday.

I assume these are AGL altitudes? Out west 10K MSL may very well just be 4-5k layer, and in some places 10k MSL tops are in the valleys. In the east these are probably good rules of thumb.

My F has a third fixed cowl flap, it essentially comes down to the top of the pucks. Even if I had a turn indicator it would not be visible while towing. I guess the limit lines could be on the flap, but the position indicator would need to be painted onto the pucks.

Because the guys willing to spend the money to rent one at an FBO already fly planes with either electric AC and will rent a GPU or have a APU to run and cool the plane. The military has big AC carts, they get uses to cool avionics more so than people. I wish I took a picture down in Gulfport MS. The helicopter air ambulance down there had a window mount AC with some ducts attached to keep the cabin cool while they were sitting alert. It was a true CB solution and it was plugged into the FBOs outlets.

I believe it is the size and shape of the counter weight that causes interference with some of the aftermarket wingtips. I am assuming it has to do with controlling aileron flutter and feel at the higher speeds that the long body aircraft are capable of achieving.

How can you proceed to an airport for landing without descending? That would not be normal. Also if you happen to be following another aircraft, its your job to follow and keep separation. If that other aircraft happens to be flying the ILS they are in a descent, therefore if you are following you would also be in a descent. Yes you are still IFR, but in VMC conditions, it is not an instrument approach and has no missed approach point or procedure. If you can't/don't land you must contact ATC to get direction before entering IMC. If you are at an uncontrolled airfield you can actually fly a downwind or overfly to check the pattern, I would recommend you cancel IFR if this is your plan and it makes sense to cancel. At a towered field the tower will of course be directive. Even airports that have published visuals (KDCA for example) have recommended altitudes but not required altitudes. You may be overthinking this compared to the previous example where he was flying a published instrument approach. The visual does not guarantee any obstacle clearance since you have to be able to visually identify the airport or proceeding aircraft and therefor should be able to visually avoid obstacles. It is basically the same as a Pilot Discretion Descent. You can descend at any time once cleared, you can level off at any point, you just can't climb back up again without clearance. The reason is once you vacate an altitude ATC may vector someone over you using that vacated altitude.

The counter weights have changed over time. @gsxrpilothas some after market ones on his K that were intended for older models and some modification was required.

From the AIM Pilot/Controller Responsibilities 5-5-11. Visual Approach a. Pilot. 1.If a visual approach is not desired, advises ATC. 2.Complies with controller’s instructions for vectors toward the airport of intended landing or to a visual position behind a preceding aircraft. 3.The pilot must, at all times, have either the airport or the preceding aircraft in sight. After being cleared for a visual approach, proceed to the airport in a normal manner or follow the preceding aircraft. Remain clear of clouds while conducting a visual approach. 4.If the pilot accepts a visual approach clearance to visually follow a preceding aircraft, you are required to establish a safe landing interval behind the aircraft you were instructed to follow. You are responsible for wake turbulence separation. 5.Advise ATC immediately if the pilot is unable to continue following the preceding aircraft, cannot remain clear of clouds, needs to climb, or loses sight of the airport. 6.Be aware that radar service is automatically terminated, without being advised by ATC, when the pilot is instructed to change to advisory frequency. 7.Be aware that there may be other traffic in the traffic pattern and the landing sequence may differ from the traffic sequence assigned by approach control or ARTCC. b. Controller. 1.Do not clear an aircraft for a visual approach unless reported weather at the airport is ceiling at or above 1,000 feet and visibility is 3 miles or greater. When weather is not available for the destination airport, inform the pilot and do not initiate a visual approach to that airport unless there is reasonable assurance that descent and flight to the airport can be made visually. 2.Issue visual approach clearance when the pilot reports sighting either the airport or a preceding aircraft which is to be followed. 3.Provide separation except when visual separation is being applied by the pilot. 4.Continue flight following and traffic in- formation until the aircraft has landed or has been instructed to change to advisory frequency. 5.Inform the pilot when the preceding aircraft is a heavy. 6.When weather is available for the destination airport, do not initiate a vector for a visual approach unless the reported ceiling at the airport is 500 feet or more above the MVA and visibility is 3 miles or more. If vectoring weather minima are not available but weather at the airport is ceiling at or above 1,000 feet and visibility of 3 miles or greater, visual approaches may still be conducted. 7.Informs the pilot conducting the visual approach of the aircraft class when pertinent traffic is known to be a heavy aircraft.

There are a few already installed in Mooneys- the short answer is that the AOA does not work at all.

I have the CYA 100 in my F and @Bob_Belville has the same in his E. It's a fairly simple install, at least it was for me, I just paid my A&P to install it, and easy calibration. It works really well.