PaulM

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

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.

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.

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.

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.

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.

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.

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.

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

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?.

Aren't FIKI bravo's TKS props?.. I would think the three variants are Plain, Hot Prop & TKS .

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.

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?

I have a TKS Bravo, and I will hear the "stall" warning after rotation if loaded at gross, especially if you don't have full rudder trim engaged. Also, I think the default G1000 vr bug is 60kts, where Vr for a mooney should be 66 at gross. I have looked at a number of data runs from the G1000 (do you have the -34 software?).. and the plane doesn't lift off until about 75kts. You should be able to compare the spring feel of your stall vane and another long body.. the spring isn't much force. So check the stall in flight.. and if it is within spec (5-10kts) in flight then it is probably the spring.. if it is not in spec in flight, it should be adjusted. Here is the excerpt from the maintenance manual: (PM me if you want the whole thing) 3. Stall Warning Indicating System Adjustment (Fig. 27-23). The stall warning switch is adjusted when the airplane is test flown at the factory. Should it require readjusting, proceed as follows: A. Locate switch installation on under surface of left wing leading edge and loosen the two phillips head screws, one on either side of the vane. B. If stall warning has been activating too early, pull vane BACK and DOWN. NOTE NEVER TRY TO ADJUST SWITCH BY BENDING VANE. This part has been heat treated and can- not be bent without damaging or breaking vane or switch. C. If stall warning has been activating too late, push vane UP and FORWARD. Moving vane, with the phillips head screws loosened, moves entire unit up or down inside wing, causing switch to be closed earlier or later. Re-tighten screws after making each adjustment. As a rule of thumb, moving vane tip 1/4 inch will change the time the stall warning actuates by about 5 KTS indi- cated air speed. The only way to test the accuracy of the setting is to fly airplane into a stall, noting speed at which the warning horn comes on and speed at which full stall occurs. For Garmin G1000 system equipped aircraft, the So- nalert tone is heard and approximately one second lat- er “STALL” is annunciated over the speaker. The stall must be made in various configurations, clean, gear and flaps down and power on and power off. It may be necessary to make several alternate ad- justments and test flights before the desired setting can be reached. The stall warning should actuate at no less than 5 KTS. nor more than 10 KTS. preceding the stall and shall continue until stall occurs in power off configuration. The rate of speed reduction shall not exceed one knot per second with airplane trimmed to 1.5 times stall speed. The switch setting should be checked and adjusted as necessary whenever a wing or wing leading edge is re- placed or extensively repaired or if a new switch is installed. The switch should require no adjustment in normal service.

I had a discussion with Lee Drumheller at the Summit about the Ovation Ultra he had brought, and that the ultras always have an LED ice light with or without TKS. FIKI, has dual pumps, dual alternators, stall heat protection, ice light.

I suspect it is a "we don't have it now, and won't announce anything until it is actually there" Might also depend on what the competitors do. .. TBM has issued the update, So we will see what Cirrus will do. Then we need to tell marketing no I won't buy an Ultra since you don't support your avionics like Cirrus is they only way to have leverage. We had some discussions with Mooney reps at the Summit, and I didn't get a feel that they had a real idea that they weren't supporting the G1000 and that there were still open issues with GTX345's and the ADSB weather, FS210, things like that. either way, the OP will want to get the WAAS update since the GIA63W's would be a requirement for any future update.

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..

I saw a video (probably filmed from the Origin) showing Sharky's sign and the shark blowing down.

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.

it seems that the FAA is of the opinion that avoiding TFR's are a joint responsibility. http://www.aero-news.net/AnnTicker.cfm?do=main.textpost&amp;id=841d7ba2-830d-4e12-854f-0078382bed3e 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.

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.

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? https://www.faasafety.gov/gslac/ALC/CourseLanding.aspx?cID=405

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.

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. https://buy.garmin.com/en-US/US/p/596335 Obviously a 345 will do it all.. https://buy.garmin.com/en-US/US/p/140949 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. https://www.l-3lynx.com

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)