PaulM

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About PaulM

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  • Location
    1N7 NJ
  • Reg #
    N98JT
  • Model
    M20M

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  1. PaulM

    ADS-B Resource Thread

    You need to spend 30 mins in rule airspace... That can be above 10K, or within the mode c veil or above/in a class C, and they mean "IN" that 10nm ring. Your cross country only had 5mins of rule airspace, transiting the Jackson class C. Also remember that officially they want some maneuvering in the rule airspace as well... 360's, climbs descents etc. I would spend 15-20 above/in that class C on the next flight, and then finish it off with a stretch above 10K.. but if the clouds don't allow that, just do maneuvers under the class C shelf, or a couple of low approaches etc.. burn up the 30 mins. I spent 30+ mins doing IFR approaches at a Class C, and since the vectoring outside of the FAF was beyond 10NM it didn't all qualify. They did stitch together another flight within a mode c veil the next day for a total of over 30mins, so I didn't have to do another right away. Marauder, Your flights qualify since they transit within the PHL mode C veil.
  2. As per the SB it is the Artex 110-773 (Rev B)... I believe it has to be ordered by a MSC via Mooney. >NOTE: >When ordering Antenna Kit, specify if Antenna is going to be mounted on Exterior or inside Dorsal Fin. the 110-773 is certified for the Artex ME406 and 1000 ELT's. the 345 is not certified for that antenna.
  3. That happens if the controller picking up a VFR flight following hears/keys in the wrong N number. They will usually be mode C flight following or Class C/B transitions. The controller punches in N98JT and issues code 3456... you are showing up in FF flying in florida at 110kts... I suspect that ICAO (ADSB/ModeS) errors are very rare, the avionics shops test for that. More common will be the ICAO/Flight ID mismatch and the FAA has said that persistent mismatches will be filtered from their systems. https://www.aopa.org/news-and-media/all-news/2018/march/pilot/ads-b-bad-data-no-service
  4. From what I saw you needed to have an AMOC already (by Jan 11 2018) or you had to disable the unit. so this plane is probably disabled. : https://www.aopa.org/go-fly/aircraft-and-ownership/ads-b/navworx-amoc-information If they marketed this airplane as ADSB compliant, then make them do the paperwork and wire the nav source. My checks of the plane on Flightaware don't show any valid ADSB flights, only center/transponder flights. You can double check with the ADSB performance report: https://adsbperformance.faa.gov/paprrequest.aspx A clean bill of health on that report is required for 2020. So I would ask for the AMOC.. and the performance report.. and when they don't have them, go from there.. how can you advertise it as ADSB in/out if it was disabled? If it isn't disabled it isn't compliant with the AD.. etc.
  5. PaulM

    Landing Gear Question

    Donuts are done per the maint spec. (I sent you a link to the manual).. A. Main gear shock discs. (Fig. 32-28). (1) Remove dust shield. Check gap between re- taining collar (A) and top retaining plate (B). Allowable gap is 0.00 to 0.85 inches. I'm looking at the wiring diagram for your SN.. It seems that if the down limit switch is good the floor lamp will illuminate and trigger the annunciator lamp. If the display lamp isn't correct then it would be either in the wiring or internal to the indicators.. Now: how is the "test" button?. does the gear down illuminate with the test button?.. if not, it is internal to the annunciator panel. flaky lamp or something else. Looked further at the wiring diagram, the other side of that bulb goes to the NAV light switch, and a dimmer resistor so a problem there will also affect the indicator.
  6. PaulM

    ILS Glideslope troubleshooting

    An avionics shop should have a 155 to swap in to remove the question of that unit. They can also bench the two units directly with the LOC/GS test set. You can bypass the splitter and just couple the antenna directly to the input you want to test. Also, how did your AP test the cables?.. just with a meter?.. I have seen cables that will pass DC but not RF... and I've seen the opposite. A dying unit could cross contaminate the other radio.. doing the direct tests without the splitter will confirm that.
  7. I had to go missed at KHAF since I only had the RNAV Y Rwy 30 available. With the WAAS upgrade I could have made it in with the RNAV Z LPV. I have barely made it into my local airport with a 800' MDA. would be nice to have LPV minimums , but the terrain won't allow it. The backup is the local Class C with ILS to 3 runways and LPV to all 4. the LPV 6 has a 200' HD and 1800'RVR if you have AP coupling FD or HUD, same as the ILS. So 2-3 a year. worth it if any of your normal airports has an LPV without an ILS.
  8. One last item, As I was showing the picture to my wife, she pointed out that the wire, locking the pivot of the ram air door in the lower left corner looked like a rusty little twisted thing... Someone has used a random piece of steel wire, rather than a proper cotter pin or stainless lock wire to secure that arm. So that might call for an update as well.
  9. The photo is kind of a mid position. I would guess that they didn't mark the cable when they disassembled it and reassembled with the cable in a different position. So, loosen the outer cable clamp, push the lever over center and adjust the outer cable so that the cockpit knob is 90% (95%?) of the way in. Tighten the outer clamp, make sure that the actual "stop" in this mechanism is part "C" against Bolt "D" the cable should have a bit of push-flex still.. the cockpit knob should not be solid against the panel. Then pull open the knob and make sure that it can get to the full open (90°) position. Minor adjustments of the sleeve and cable might be needed, but the main one is that the C against D is the push stop.
  10. That picture really looks like the arm is designed to go over center, and that the current cable setting isn't pushing it far enough. I couldn't find a diagram in the M20J maint manual. Someone with a well adjusted ram air of that type should send a picture. Or I would just loosen the cable and see if it can be pushed shut by hand at the mechanism, and adjust from there.
  11. PaulM

    ILS vs LPV

    That is a standard caveat, generally the design is "what happens if a runaway AP/trim event happens *now*." It wold be in the AFM suppliment, here is the S55X one: https://cdn2.hubspot.net/hubfs/4147179/technical_documents/AFM Supplements/SUPP0014A.pdf 6. Autopilot use prohibited below 240’ AGL during coupled approach operations. Some ILS approaches are not authorized to be AP coupled that low: KMMU ILS LOG RWY 23: Autopilot coupled approach NA below 732 https://aeronav.faa.gov/d-tpp/1813/00931IL23.PDF No Limitation on the RNAV Z RWY 23. https://aeronav.faa.gov/d-tpp/1813/00931RZ23.PDF All approaches and approach types have error margins. Fly each one and see which gives you, in your current equipment the best performance. I have found that the LPV approaches are rock solid, where coupled ILS approaches can wander a bit inside of the OM, you will still get to 200 & 1/2... but it doesn't feel as stabilized. Here is an ILS siting guide, and in image A2-4 there is an example of charted error with reflective obstacles. As long as the parameters are within tolerances the approach will be approved. Not all antenna installations are the same, and you can't compare a CATIII site with a CAT I site... not all ILSs are built to the same specifications. The ILS signals are that stable, at KEWR, KJFK, KBOS, for the CATIII runways only. They are not required to be that stable at other airports. https://www.faa.gov/documentLibrary/media/Order/FINAL_SIGNED_Order_6750_16E_ILS_Siting_Criteria_06-09-2014_for_Web_posting[1].pdf
  12. PaulM

    ILS vs LPV

    No, all relativistic effects are already compensated for when providing the calculations. (the clocks in the satellites show relativistic time drift due to their orbital speed relative to the ground observer). The main criteria that WAAS compensates for is transient differences in atmospheric propagation delay. The ILS safety area indicates that objects in the field of the GS/LOC antennas can effect the beam path. We know that there are false lobes in the both the GS and LOC signals. The result is that the LPV signal is a geometrically smoother line, it has no false paths. I suspect like many things in flying the earlier equipment had these effects to a greater degree, and the modern solid state units have less drift, both receivers and transmitters. 30 day VOR checks were necessary with tube radios. When has any of us failed to have our solid state VOR spot on?.
  13. PaulM

    Hartzell Bravo prop?

    Aren't FIKI bravo's TKS props?.. I would think the three variants are Plain, Hot Prop & TKS .
  14. I see you set DSGR. If you look at the Garmin list Nothing older than a 430 has an PBN code other than B2 S1.. and those have approaches, so Garmin doesn't think a GPS155 meets C2.. C4 is for airline type DME-DME RNAV systems.. not what you have. B4 is for RNAV systems in airliners, not rho-theta RNAV's like a KNS-80 and not a straight DME & VOR. So all you could qualify for is B2... Garmin didn't include the GX55 on that list, but I'm sure that all GPS units are 5NM 95% of the time. or leave off the "R" code. those detailed codes are really for Eurocontrol automatic flight planning, where airways and sectors will be marked "at least B3 to fly this route".. if you have a B4 you would be rejected for the route. Norcal and Fresno Approach are not going to see those codes, so you have to ask for the MDA/MVA on the way in, or how about flying the LOC into KFAT for a low approach & VFR over to KFHC, or a missed and transition to the VOR/DME @ FRAME. You can ask for a clearance at 2000' BEREN SIPZY EWNEL FRAME. They shouldn't have a problem with this route as it is the approach, so they would have to already have that space cleared for you. You just can't go below the MDA. until you see the airport. When you see the airport, you ask for the visual, which is still an IFR maneuver so you don't need VFR clearances, or if you see nothing, you are on your way to FRAME the IAF for the VOR/DME.
  15. Which GPS do you have?.. Garmin has this little cheat sheet for their products. Download the Garmin Flight Plan Information Excel file now. <Zip.. Bob already covered the codes> I'm not sure that the controllers really read that data, and I definitely don't see them looking down at line 18 for a PBN/S1 or PBN/S2 to assign GPS approaches. these days if it isn't on the data tag area it isn't important to them. The 80/20 rule applies.. if 80% of the airplanes can take the RNAV/ILS.. then you just assign it, and let the 20% say "unable /I or /U".. I would suggest that you request the ILS or VOR approach farther out that will short circuit their default decisions. If the airport is uncontrolled they expect you to get the weather and then tell them which approach you want. Into my airport I can usually also pick the IAP. (Request RNAV 25 SAX transition) For towered airports when you report the ATIS, make the request for the approach type. You can also try filing /U for a bit and see if that helps as that was a much more common old radios only equipment code. Or is your problem that there are only RNAV approaches, and you just need to keep trucking along under their vectoring until the MVA gets you into VFR?