David Medders

-a-, Interesting, but still irrelevant to my post. In the absence of direct knowledge of an engineering change by Garmin, we must assume the failure mode I experienced still exists. David

-a-, That is an interesting, but irrelevant, tidbit. Perhaps "I experienced this failure mode" should have been a clue to you. The failure occurred in a seven year old installation -- resolved by replacement of the failing antenna. Do you have direct knowledge of an engineering change by Garmin that eliminates this failure mode? If so, when was it issued? David

Craig, The Garmin 430/530 antennas have a failure mode where the failing antenna blocks GPS on the good system. I have experienced this failure mode. Perhaps this same problem exists in the GTNs. Additionally, the SPOT GPS trackers have jammed other GPS receivers in the aircraft. For background, GPS operates with negative signal to noise ratio -- meaning GPS receivers are dealing with VERY weak signals that are easy to jam. Check for other potential signal sources in the aircraft. Cheers, David

This flight launched at 80 degrees OAT on the surface -- 1,200 MSL -- from one per second JPI EDM-900 data: 700 FPM 120 KIAS 34"/2,400 RPM CHT 342 to 363 at 1,800 MSL, OAT 68 -- The asphalt must have been hot with this big of an OAT drop! CHTs drop a bit in a continued climb with the drop in OAT. We did have problems with high CHTs in the climb several years ago -- resolved by correcting ignition timing. Cheers, David Note: This is a FIKI TKS airplane, so our climb performance will be less than a non-TKS bird.

Glideslope antennas are not used for an LPV glidepath.

Nice!

I have read that some animals have a taste for TKS -- bad for them. Not sure if this is true, but I dilute the TKS on the ramp with water when I am finished with a test. This also speeds evaporation of the fluid. From the AFM supplement: "The TKS liquid ice protection system should not normally be activated in dry, cold air. The ice protection fluid is designed to mix with water impinging on the aircraft surface in normal operation. If dispensed in dry, cold air, the fluid becomes a gel that takes considerable time to clear, particularly from the wind shield." Here is the M20M TKS FIKI supplement for your reading pleasure: https://www.dropbox.com/s/gslaobg3fbm60y4/M20M TKS FIKI Supplement.pdf?dl=0 Cheers

Guess that was one of those high pressure days where FL260 is below the 25,000 foot MSL limitation. (wink, wink)

Welcome aboard, Dave! I hope you enjoy your Bravo as much as I enjoy mine. Comments: Time of useful consciousness at 25,000 feet is 3 to 5 minutes -- assuming you are in good health and no rapid decompression (hard to get in a Bravo) which reduces TUC. If you experience an oxygen system failure, descend IMMEDIATELY. Do not ask permission, advise ATC as you begin the descent. We lost a TBM-930 a few years ago because the pilot stayed at FL250 waiting for permission to descend after a pressurization failure. The airspeed envelope for TKS is to ensure proper fluid coverage. A thorough review of the TKS flight manual supplement is a MUST to safely operate in icing conditions. It includes important limitations and procedures. TKS operation is far more involved than flipping the switch when you see ice. The supplement includes a pre-flight inspection procedure that fully tests the system. As part of the pre-flight, TKS must be primed on the ground when ice expected. From the STC supplement: "Check evidence of fluid along length of all panels." I run the TKS pre-flight procedure monthly (and for flight into ice) and clean the panels. TKS fluid is one of the approved cleaning agents that is conveniently delivered to the panels by the pre-flight test. Review AC 91-74B regarding flight in icing conditions: https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-74B.pdf Review AC 61-100B regarding high altitude operations. The AC is written for operations above FL250, but it contains information useful to our operations at and below FL250: https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_61-107B.pdf It is always freezing at altitude so any visible moisture means potential ice. I have noticed the reduction of oil pressure at altitude, but never really considered it as the pressure stays within limits. It is very easy to exceed Lycoming's cooling limitation (50 degrees Fahrenheit per minute) operating in very cold temperatures. Be careful with power reductions and step to the CLD value on the JPI when descending. Tailwinds, David

Your fuel flow?

15.3 GPH

Looks right to me. I file 170 to 175 knots (depending on temperature) at 13,000 -- FIKI M20M running LOP. David

Now I get it. Your observation surprises me, as I thought the price reduction for a high-time engine would make high-time an interesting risk to take. The analysis is easy given the input from this thread. An engine is $75k installed ASSUMING you have a good core. Another possible route is overhauling the existing engine. I suggest Mike Busch's books regarding engine management. I would be interested to know where you land. David

What is motivating your interest in engine replacement? We just overhauled our last two original cylinders on a TIO-540-AF1B at 1,950 hours. We are planning to run it until there is a reason for overhaul or replacement. Just an aside, I asked our mechanic what a new cylinder would cost versus an overhaul. His answer: No idea, I have never replaced a Lycoming cylinder...and he has been in the business a long time. David

As I said, YMMV. We must also consider storm structure. The reflectivity gradient on the cell in this video should keep us away. A high gradient cell is no-go regardless of the echo top. David

Those are ECHO tops, not cloud tops — significant difference. Echo tops are the highest altitude radar return. Cloud tops will be thousands of feet higher. More important, echo tops are a good indication of convection. My magic number is 300. YMMV. David

See 14CFR91.205(b). You are good if you meet the FAR requirements and the removed equipment is not covered by an AFM or STC limitation. David

After you install triple IRSs with backup power you MIGHT get approval to remove the compass.

NEXRAD is the source radar that feeds both XM and ADS-B. Baron for XM WX and WDT for SiriusXM process Level 2 NEXRAD data using their own algorithms to create products for delivery via Sirius XM satellites. ADS-B is completely opaque regarding data flow from NEXRAD to FIS-B broadcast. It APPEARS ADS-B is using Level 3 NEXRAD products with the only change being resolution reduction for the long-range reflectivity picture. Cheers

XM is only worth the money if you fly on less than CAVU days and really understand how to interpret presented data. The XM combination of echo tops, cells, lightning, and reflectivity provide an excellent view of storm structure. ADS-B is completely inadequate for any serious weather flying. Like any aircraft system, you must study and understand XM and NEXRAD to take proper advantage. Cheers, David

This is a ground facilities upgrade, not a new cockpit technology. David

For your long-run costs, add this consideration: 411/413 checks on an Aspen were $400 higher than a G500 at KADS in June, 2017. My A&P had my airplane, plus a Piper with an Aspen done at the same time -- meaning this a billed cost comparison. You should also investigate failure rates and frequency of out-of-tolerance induced calibrations. I know what my shop sees, but I have already given the flamers enough bait. Cheers

Update from the support chain:Here is what I have learned so far through direct conversation with the various organizations: My correct filed route was successfully transmitted by Garmin Pilot to Leidos; Leidos successfully passed my correct filed route to the FAA computers; Expected routes are passed directly from FAA computers to Garmin, Leidos is not in-path; My strip for the KOKC Clearance controller did NOT include the FRC flag. In other words, the Clearance controller had no indication that my route beyond my first filed fix had changed. The Clearance controller did not make an error. Next steps: The KOKC facility is engaging their internal support team to further diagnose this error.

The aural alert is AGL from the radar altimeter. I do enjoy Falcon performance! Cheers

At least for some models, the minimum parachute deploy altitude is 1,000 feet AGL. We had a passenger die in a low altitude deploy near KADS in 2011. I fear CAPS may lead some to a false sense of security.