PaulM

I had a datacenter with a dual redundant fiber system, dual power, dual router/switches, but the final fibers ran together for a couple of floor tiles. One day a local tech dropped a floor tile, severed both feeds. You can build all of the redundancy you want, you have to design for losing the entire datacenter. It happens, and details matter. Now for an aviation example: We were long taught to look for vertical speed on two instruments before raising the gear, or on IFR climb out. With the glass panels the altimeter and vertical speed are not separate instruments as they were in the steam gauge era. The cross check needs to be the glass panel ADC and the backup altimeter.. The system details matter.

I will say, I thought it was the same thing, and had the plugs cleaned and convinced myself that it started better afterwards, but mine continued to get worse, finally to the point where I just got it started to fly to maintenance and they found the bad mag. The plugs were probably cleaned at annual.. when was that?.. if recently it is unlikely to be that.

When my Bravo went from easy to start via the standard procedure, to troublesome, to nearly impossible, it was that the points on the left mag (< 100 hours) were loose, and it needed a field rebuild. The indicator of that problem is that it ends up starting after a long crank when you give up and release the starter, which then un-grounds the right mag and it can now fire and run. The loose points were only indicated during starting with the impulse coupler.. it would mag check fine once I got it started.

I've had the exhaust valve guide feed connectors leak twice (2&4, then #2 a year or so later), they just needed to be snugged up. Just check them at the oil change. Lycomings ooze oil from the crankcase split, so there will always be some on the belly. Nothing other than that.

Do you have LED lamps or the original halogens? and were they turned on? the original lights were enough to heat the plastic and keep ice off that way. LEDs don't have that power. If the icing was very light, it would remain at the leading edge of the wing, and not slide off without the TKS fluid pushing it off of the edge. TKS fluid is ethyl alcohol and ethylene glycol. So the glycol is poisonous to dogs, people etc.. Killfrost developed an eco version with propylene glycol, but there wasn't enough interest to get it approved. The listed freeze point is -60C https://www.aircraftspruce.com/catalog/pdf/killfrost MSDS.pdf

I haven't seen such pressure readings, but I don't go above 18K since I don't have a mask, only the cannula. The TKS sounds like you had trace icing and just couldn't really see it.. Ice can form in a wide temperature band.. The liquid in the clouds doesn't need to be at the same temperature as the air, it can be rising or falling or supercooled -35C is still not out of possibility for icing. https://www.eoas.ubc.ca/courses/atsc113/flying/met_concepts/03-met_concepts/03g-Icing/index.html

Check the gear biscuits to the maintenance spec. When I had a similar gust/hard landing that affected the gear and door, the main biscuits were toast.

Interesting, are those GTNs and GNS receiving the "D" signal? I will disable SBAS the next time I'm up and see If I still have LNAV+V.. I was going through the FAA ARINC database, and it is a mess, and nobody gives away the decoder book for free. Here is a LPV and LNAV/VNAV coding near me.. SUSAP KMSVK6FR15 R 020TOLMYK6PC2WALPV ALNAV/VNAV ALNAV JS 573001310 So I can find LNAV/VNAV without LPV.. only 62 in the FAA database. SUSAP KLGAK6FR31-Y R 020MANLLK6PC2WN ALNAV/VNAV ALNAV PS 327311903 I found KLGA RNAV 31 Y... that is close enough that it should load as an approach.. can't fly it, but let's see if it gives the right annunciation, I can get in the terminal area if required.

(Snip first draft... since I had never seen an L/VNAV annunciation). 190-00647-03 Rev. A.. page 238: "The G1000 WAAS GPS allows for flying LNAV, LNAV/VNAV, and LPV approaches according to the published chart" On the G1000 in SBAS coverage There is: "L/VNAV GPS approach using published LNAV/VNAV minima". but I have never seen that, since if there is also LPV available, you get the LPV indication and you can use any of the minima. I usually only have LNAV+V, LPV or LP+V So as soon as SABS is available you will have the LNAV+V available for all approaches and probably L/VNAV available for others (If that is coded in the database)., https://www.casa.gov.au/airspace/navigation-requirements has a bunch of text.. some Baro-VNAV only.. others: "RNAV non-precision instrument approach procedures (NPA) and approach procedure with vertical guidance (APV) – RNP APCH (still titled 'RNAV GNSS' on Australian approach charts), with LNAV or LNAV/VNAV landing minima." Where the FAA AC 90-107 section 4n. has: https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC 90-107.pdf n. Lateral Navigation/Vertical Navigation (LNAV/VNAV). An RNAV function that computes, displays, and provides both horizontal and approved vertical approach navigation. Both WAAS vertical guidance and baro-VNAV support approaches to LNAV/VNAV lines of minima. Good luck, and I'm sure that when SBAS is in place they will clarify the policy, and add LPV approaches. I can't see that the database isn't all coded the same, so they should show up on the G1000 as L/VNAV, but perhaps you can check with Jepp on that. I will look for a L/VNAV only approach somewhere near me and see If can can tell you.

As per the SureFly FAQ: Why does the engine stumble during mag check: On some aircraft there is a slight engine stumble when doing a mag check. We have discovered that some mag switches actually ground both ignition systems in the transition between Left and Right positions. The SureFly Ignition Module requires a few milliseconds to power up after being tuned on. This only occurs on a small percentage of aircraft. If you are one of the lucky ones, stay tuned as we are working on a solution. SureFly could handle it by having a timer before it shuts "off" on grounding to allow for the pass through. An alternate would be to have a push button to test the problematic mag. So that you would use the key switch to test first position only and then go back to both. Then you push the button that grounds the other mag. After that second test, you release the button, and system goes back to both without having a dual grounding issue. That would also keep the "put the keys on the dash to know the mags are grounded" group happy. Somehow all of the twin flyers don't seem to need that.

Why do you need altitude compensating variable timing with a turbo? The reason for variable timing is for greater efficiency during low MP operations.. How long is the turbo operated below ??(I can't find the graph on the current website).. it was like 24.5"MP. (from another thread).. I'm in the pattern at that MP. It also has a bad failure mode: From the FAQ: Upon loss of manifold pressure input, a SIM configured for variable timing will calculate advance based upon pressure altitude. In this unlikely scenario, variable timing may result in engine detonation margins too narrow to safely operate a turbocharged aircraft at high altitudes. ***** Looks like the M20M is now on the list... I'll have to take a look to get the better starting & LOP operations. If this had been available 2 years ago when my left mag wrecked its points I would have put it in... will probably wait now that it runs fine and think about it at the 500hour O/H point.

Scott, Part of this is that you are a Meteorologist, and will analyze those charts. Most pilots are tactical and want the post analysis data. I usually start about a week out with windy.com and the ECMWF model. I'm looking for the projection of fronts and low clouds/IFR. on my targeted travel days, to see if I need to move the travel date +/- 1 day. I then watch this solidify over the week as the timing of the frontal movement gets clearer. Once we are within 48 hours I'm pretty set with what we will get, and look then only for problems with T-storms and icing, IFR minimums and alternates for the flight. I'll use windy and the MOS product. The FAA/NOAA forecast products are very vague... if they show no precipitation, you can be sure there is nothing there.. but you will have large areas of forecast rain, and possible rain, that are over broad.. Within 24 hours the TAF's now give you local knowledge for the terminal forecast. Once we are within 12 hours, the ICP products are valid, and the GFA, and Flight path tools can be used. This allows me to finalize the icing decision, look at cloud layers and skew-t. I'll finalize the route and optimize the height for winds, cloud layers etc.. and execute. Examples: I was in Denver for Christmas, and there was a snow storm forecast, by Wednesday I knew that we had to get out a day earlier (Friday) to beat the storm and picked a destination (Ohio) that would be beyond the affected area. The 12 hour forecast showed freezing fog, and possible light icing in the lower clouds.. So I planed for right at that minimum (FIKI), and would be out soon to the east. Weather was clear, we were above a layer and had no issues. Last year on the way to Florida, there was a front forecast stretching from WV to the coast with freezing levels to the MEA and other things in the mountains, but what looked like the 100miles to the coast were clear in the morning, with the freezing level above 6000' and just a stretch of IFR weather. This worried me, but it was over 12 hours so I didn't have the ICP products yet. On Friday morning, I ran the OGIMET analysis for the next day, and it showed me what I was missing, it was snow above 6000'.. descending into warmer weather, and therefor freezing rain. I moved up the departure to that afternoon, and flew down to Grand Strand which would be south of the front, and completely bypassed the icing threat. An easy IFR flight to FL the next morning. I'm planning this year's flight down to FL... 1 week out it was showing a front from the SE across the Carolinas. By T-5 that forecast front had moved on beyond the coast for Saturday, and I'm seeing easy VFR until south Florida and perhaps a simple IFR letdown at my destination. With that forecast there isn't much more to do until the final morning to adjust for winds, and morning fog, and looking at the cloud layers for the final IFR planning.

If nobody else has recent experience: Eagle will be the closest, as it is on I70. Check the winter rates for hangar space, probably around 150-200 for the night. I paid 176 for a hanger at KBJC this winter, it was worth it not to scrape the frost off and worry about the freezing fog from the day before. (all ramp planes had frost). If weather is bad on the way in.. stop at rifle and take the driving penalty.

Only the Nxi... you can spin the OBS to give yourself LNAV, but I don't believe that D-> with an altitude of the field will give you a vnav. You have to turn on the runway extension markers on the map, and spin the OBS until they match to get an exact final. loading the RNAV approach is of limited use unless you are straight in, since the +V won't arm unless you approach outside of the FAF. If there is an ILS I will load that instead to have the LOC+GS as backup no matter how close a pattern I fly.

The FBO I learned at in the late 80's had a "Flush Twice, it is a long way to the FAA" sign in their facilities.

In flightaware you can tell if it is a bad ICAO ModeS/ADSB code or that ATC tagged a VFR flight following flight with your N#. Look at the track log and the Reporting Facitlity column. If the source is all ATC centers and approach radars, then it was a wrong N# typed by a controller. If it is flightaware ADSB and multiple different sources, then it is a duplicate ICAO address. So, the Vero Beach one is probably a ATC error.. but the multiple brazil entires might indicate an issue with a duplicate ICAO address.

There are a number of threads, (search for andoer) for a previous GSM only solution.

Your friend should just go fly... the avionics shop can certify the transponder for ADSB performance with ground test equipment. The mode-c transponder needs its 2 year check. The check in rule airspace is only required for the rebate, it has no regulatory requirement. If the shop can't do a ground test then the pilot can get a performance report anywhere that the ground stations can receive the signal. Qualifying for the rebate requires the 30 mins in rule airspace, but none of that is a requirement for 2020 compliance.

All of the long bodies should be the same, but there was a small interior change around 2006-2007 that added the integrated cup holders in the TN and R's.. Since the Bravos stopped in 2005 they wouldn't be affected. Just call them and get their opinion.

My MSC says that is normal. The co-incidence of the elevator horns and the rest of the tail is equal only for a certain CG/speed combos. The Tail is always flying with a down lift force. I don't know if an aft or forward CG causes up or down horns.. I would have to find out experimentally, Check the amount of co-incidence with a forward CG and then with an aft CG. The way to think about it: (numbers made up) if at 150Kts, a perfectly even tail gives -200lbs of lift but the CG only needs -180lbs of lift for level flight then the tail at 150Kts must not be in the optimum position. it needs to shed those 20lbs. So you adjust the trim, and the tail and elevator are now not collinear. I suspect that the elevator deflection is in the opposite direction, as trimming the tail is the main equilibrium lift adjuster, and the elevator evens out in the opposite direction. therefore, forward CG, trim for more tail downforce, tail angles up, elevator angles down.. shows horns on top. The maintenance manual for my M20M lists that the ailerons and rudder are "tweak-able" for a low wing.. but that the elevator is fixed don't attempt to adjust it. ___________________________________ 27-94-00 - CONTROL SURFACE TRAILING EDGE NOTE Verify flight control rigging is correct before bending trailing edge. 1. Trimming. A special pair of wide nose vice grip pli- ers are to be used to bend the trailing edges as neces- sary (See Fig. 27-22). RAILING EDGE TRIMMING FIGURE 27-22 A. Aileron. To correct for a left wing-heavy condi- tion, bend right aileron trailing edge down; to correct for a right wing-heavy condition, bend left aileron trailing edge down. NOTE The aileron trailing edge MUST NOT BE BENT UP under any circumstance. Any deformed rivets must be replaced after trimming aileron or rudder trailing edge. B. Rudder. The rudder trailing edge may be trimmed right or left as required. C. Elevator. A full span tab is built into each eleva- tor trailing edge and is fixed 7 degrees (+/-) 1⁄2 degree trailing edge down. No further tolerance is allowed. ______________________________

A G1000 will have the GMA1347 audio panel. Although the Maint Manual says that sidetone can be enabled in the GMA, it implies that the GIA63 com radio should be providing it... I'll have to look through the G1000 maint manuals some more. As far as I know this is all set by the manifest when the software is uploaded, and any changes would have to be done manually afterwards. Intercom works fine?..

I guess I'm wrong: https://www.amazon.com/Wired-Temperature-Humidity-Sensor-Switch/dp/B07D1Q1Y7R/ref=cm_cr_arp_d_product_top?ie=UTF8

I don't think the temperature sensor is for the 3GSM & 4GSM relay boards like above. The Temperature sensor was for the Andoer GSM (2G) 3 outlet CE approved device. That one has to use a Tmobile sim as AT&T shut down their 2G GSM network. Here is the original Andoer thread (or an early one) https://mooneyspace.com/topic/17264-pirep-of-andoer-wireless-mobile-cell-phone-pda-gsm-remote-control-3-socket-power-outlet-smart-switch/

I use Tmobile.. $3/month with 25 mins per month... each TXT message is a min. Refill every 90 days. Mine is a regular GSM device and I had to switch to Tmobile when AT&T shut off their bare GSM network. T-Mobile® Prepaid 3-in-1 SIM Starter Kit SKU : 000000610214657411 $10.00 upon activation I did need an old full-size SIM phone to activate the SIM before I could put it in the device.

I have never found a good use case for CWS since you have to already be in a horizontal and vertical mode before you can use it and there is no ROL mode from the panel. to engage you have to already be ready for either HDG or NAV and engage a VS or ALT mode... then use CWS. So I just use HDG, and spin the bug if necessary. If there was a "AP" ie roll mode.. or if CWS would enable the AP from a cold start, then it might be useful.. ie you take off.. set Vy, hold CWS until it engages. Instead I have the HDG bug set for the runway heading, take off, arm HDG... click VS, dial in about 700+ and I'm all set for cruise climb. Then remember to arm ALT capture.