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About PaulM

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  1. PaulM

    ADI Dilema

    The electric turn and bank (or Turn Coordinator) was considered the backup instrument of that era. Since it was electric and not vacuum that gave the systems redundancy, it was already installed and the TC+compass was considered enough... In the plane pictured the HSI is all electric, where previous generations would have been pneumatic, so you would lose the AI and the DG/HSI. Now with the new systems you need a backup for the Aspen/Garmin it is considered that another electric AI is better than putting in a TC. Many people with electric TC's also put in backup Electric AI's.. as the AI is considered a better backup in real IFR. I suspect that this trend was firmly established by the start of the PFD era, so the STC's say "backup AI" rather than backup device, AI, or TC..
  2. PaulM

    Anyone hurt by Michael?

    I saw a video (probably filmed from the Origin) showing Sharky's sign and the shark blowing down.
  3. Jerry is right, Feel under the blue "GARMIN" label on the front of the unit. There is a notch (hole) that is covered by the sticker, that is the official way for the bluetooth signal to radiate. 2.4GHZ is a 3.125CM quarter wave.. which is about what that notch feels like. (This is clear in the GTX45R install manual which is the non TSO'ed version of the 345R... same hardware) 3.12 Bluetooth Considerations (GTX 45R Only) For optimal connectivity with a GTX 45, the Bluetooth antenna must point towards the passenger area of the aircraft. This is identifiable by the Garmin logo sticker. Due to aircraft obstructions, Bluetooth performance may be limited. So I would suggest moving the 10db antenna to that area. I was going to test the passive repeater with a pair of Cushcraft S204912P antennas, but all of my N connector hardline is currently in a point to point wifi system... Plenty of PL239.. no spare N gear. I've ordered those ALFA antennas, the cable and a F-F bulkhead connector and will test that out.
  4. PaulM

    Pop up TFRs?

    it seems that the FAA is of the opinion that avoiding TFR's are a joint responsibility. FAA Order 7110.65 states that ATC shall vector aircraft for separation and safety. This includes vectoring aircraft around TFRs as well as traffic. For the pilot, the applicable regulation is 14 CFR 91.103 which pertains to preflight action and states that "Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight," which includes TFRs. Additional regulations are covered in 14 CFR 91.13 and whichever CFR promulgated the TFR (e.g. 14 CFR 91.137; 14 CFR 91.138; 14 CFR 91.139; 14 CFR 91.141; 14 CFR 91.143; 14 CFR 91.145) So you still need to watch out for those VIP inner cores even IFR.
  5. PaulM

    Pop up TFRs?

    The system doesn't know how fast your are going, just that the ADSB TFR system has a permanent 60nm ring around DCA, which is the outer boundary of the rules airspace (the VFR speed limit) The next time you are in the air you will always see that 60m ring.. the ADSB ICAO system doesn't have a code for SFRA, so the FAA keeps that one in the system as a TFR. The next time you see the ring, click on it and read the text of the "TFR"... I was flying through that airspace (KJYO Leesburg) in the SFRA to and from the summit and get "approaching TFR, in TFR" from Foreflight. The G1000 shows the 60nm ring, but I have airspace alerts surpressed in my IFR profile.
  6. PaulM

    Pop up TFRs?

    I didn't see anyone else say what that is... The warning you received is the VFR 230Kt speed restriction (60 mile ring) around the SFRA... not a TFR.. The ADSB system alerts it as a TFR since TFR's are all it knows. You didn't violate anything, and since it is a permanent rule as part of the SFRA the controller wouldn't have anything on a list about it popping up.. You did take the SFRA course to fly within 60 miles of DCA right?
  7. Set your altimeter to "zero ft" and the MP should match the altimeter setting in the window. (Or do the calculation for the difference from sea level to the local altimeter "setting" ) At KPWK you are at 650'.. 1"=900'.. so QNH-.72. From the M20M manual for Moritz gauges: "On Moritz Digital Engine Gauges, the MP gauge may be adjusted statically by setting Kollsman Window on Altimeter to field elevation and adjusting MP to match" which is an odd way of saying the same thing.. QFE Manual says that the gauges unscrew from the front and should slide out enough to allow the adjustment on the right hand side to be reached without disconnecting the harness. So at 650' today with 30.03 would be 29.31 28.5 seems a bit low unless it was a particularly low pressure day.
  8. PaulM

    ADS-B Resource Thread

    Get the IN for the weather... anything else is a bonus.. In flight nexrad and metars is a game changer. We have had XM sat weather for years, and the ADSB nexrad isn't really as good, but better than nothing. You will have to evaluate uAvionics data yourself. ES upgrade + some wiring from the GPS will make you show up on other's screens. Obviously a 345 will do it all.. the LYNX 9000 has a screen, does it all and can include TCAS which will give you all mode C traffic right away. for $$$ of course.
  9. PaulM

    ADS-B Resource Thread

    All of the TIS-B data and piggy backing on other aircraft's ADSB systems is FAA specific.. I have seen no information that the CAA will be sending TIS-B. If you have a link to any memo's more recent than Aug 2017 let us know. I read CAP1391.. not much in there. If you get your ADSB-IN on your EFB, you will see all commercial flights since they will be required to match the 2020 mandate. Also anyone else that has upgraded to the 1090ES. You also get the weather that uAvionics is testing in the UAT spectrum. The CAA is not requiring DO 260B for EC devices, so you can start with the GTX330ES and your current GPS source.. Then everyone else with a EFB and ADSB-in can see you. WAAS is needed for DO 260B, which is the US 2020 spec. DO260B is also required by the FAA to trigger the TIS-B and TIS-R envelopes (which doesn't apply to the UK)
  10. PaulM

    ADS-B Resource Thread

    Is your GTX330 a GTX330ES?. in the GTX line only the GTX345 is ADSB-out&IN... the GTX330ES and GTX335 are out only and need to be paired with your WAAS position source to be fully compliant with 2020 requirements. Garmin has had an upgrade plan for 1-2AMU to upgrade to the ES version. Any traffic in with your GTX330 will be TIS-A traffic only... which is a mode S service.. not related to ADSB. I will need to read exactly what ADSB in the UK is going to be... looks like some UAT (just for weather and aux services).. but mostly the rest of the world expects 1090ES for traffic only.. The USA did traffic in both 1090ES and UAT with ground repeating so that radar (mode c & mode s) are blended with ADSB (ES and UAT) and retransmitted by ground stations for traffic in an envelope around your plane. the ground can't know what your envelope is without you don't get a complete traffic picture on your IN unless you have OUT. If the UK ground stations are not retransmitting ground radar then it doesn't matter. If you want a specific history of UAT, why the US is using it for traffic and why the rest of the world isn't we can discuss at the Summit. So, the quick start is to get an ADSB-IN receiver (dual frequency).. that will give you the UAT weather... and you will see any 1090ES transponders. At this time I would go with a sentry Dual band, + CO sensor. but your choice of tablet mapping software dictates your portable unit.. Foreflight, garmin, skydemon etc. Then upgrade your GTX330 to the ES model, then other people can see you. If the UK is doing radar rebroadcast you will then also see what they see.. mode C and mode S targets around your current position as well as 1090ES transmitters in line of sight.
  11. This is the same level of service that users could sign up for. So this is an extension of Foreflight's expansion into the turbine space with their performance subscriptions. With Garmin acquiring, they will want to make sure that clients don't have to get services like PDC and Tracking anonymity from the *other* vendor. The service that we will be at our level will be this one to start: which seems to just be a re-start of what Foreflight was giving us 2 years ago and for some reason stopped. That was where that any new data from the FAA route computers was given to you as an updated expected route. and at the -30min time included the anticipated transponder code which is when the strip was printed for the approach controller. The problem was that local approach procedures could clash with what the computer put out at the last minute, and people would follow the TXT message... and not what the controller actually cleared them. So that seems to be what they are researching at KHEF.. I had a problem with being cleared over the phone "as filed"... which would not match "as expected in the Foreflight system" usually just the first fix.. I would file what the local controllers had given me in the past.. so ETX-LRP etc... but the computer would put in FJC ETX LRP.. Foreflight would send FJC ETX LRP Squawk:1234.. but when I called the controller they give me cleared as filed.. and expected me to go directly to ETX. I made sure to always clarify the first fix.
  12. PaulM

    Air on Ground ADS-B faults

    I don't think 1WH was having problems with his air/ground system, just that the FAA inspector talked about what they saw as an issue. What pilots saw during the rebate period is that the FAA's automatic remote evaluation of air/ground status often did not agree with the reported status from the ADSB transmitter. FAA's evaluation was all about GPS coordinates. Air/ground can be a squat switch, WOW, airspeed, or computed by the GPS. The heart of the issue is that the FAA remote evaluation is generic.. one size fits none.. If they tailored the in-flight, on ground speeds to each aircraft type it would be closer... In the end only the actual performance of the individual aircraft/transponder pair matters. The FAA won't be flagging people for this parameter unless it is obviously very wrong.. (shows on ground at 100+ knots) transient false positives are to be expected if they use a generic envelope.
  13. I have started to use the speed brakes for landing on the approach to 1N7 runway 25. There are trees (one in particular) that are right in the standard glide path dead center of the final approach. You already need to be on speed and aiming for the end of the runway. One twilight (not yet passenger carrying night) I watched the runway lights start to flicker (we know why) and caught that tree just in my landing lights. I'm sure I was lower due to the black hole nature of the night approach. With the speed brakes out, I can fly a much steeper base to final approach and greatly increase the safety margin over the trees that are not visible at night. I don't use them anywhere else, only for where I know there is a steep approach needed. I took an IPC with an instructor that liked using(always used?) the speed brakes on the ovation they had on part 135, because "It makes it land like a piper"... He wasn't "up" on the mooney, theirs was a g1000 that still had the original 2006 software (-26?). I had to show him the newer features of the 2008 (-30) code.
  14. Then the answer is that Indy center either is mode C only.... or somehow their data link to FAA central isn't including the Mode S - ICAO code in the feed to the FAA. As you indicate it isn't your equipment... the common item is the ground radar site. The behavior is classic Mode C 1200 only + ADSB... to have foreflight tag your target you need either a individual squawk, or you need your ICAO code to be attached to the return via mode S or ADSB. Given the lack of flightaware ADSB coverage in your area you would probably qualify for their free ADSB ground station.. if you have power/internet in a place on the field..
  15. Another interesting issue, is that if the controller mis-identifies someone else for VFR flight following in the data block, it will get tagged to your plane until it is corrected. So flightaware says that I was down in Florida on Jul19th for about 10 mins.. This is because the only link between a bare Mode C squawk and the N number is what the controller types in. When I first saw that flight I worried that someone had misconfigured their ICAO code... but saw it wasn't ADSB, only mode C.