GeeBee

The plating is all off my pitot tube and I wear it like a badge of honor. It means I've been out there, running the heat on it to keep ice off of it and flying the airplane in conditions for which it was designed. Purdy pitot tubes are like rhinestone cowboys! Nothing wrong with riding a Palomino but have a working saddle on it.

Call CAV and have them email you a parts catalog. PM sent.

In the state of GA it is illegal for law enforcement to access a state data base (i.e. license plate records) unless it is for three reasons. One is an felony act. Two is a misdemeanor which means the officer has to observe the act and three is for officer's safety. For instance, my registration expires upon my birthdate on the 5th. I was pulled over on the 15th for an expired tag, even though I paid the fee and had the tag. The officer explained it was 50-50 on the 15th so he ran my plate. That is violation of the law as there was no observable misdemeanor only a supposition (no observable misdemeanor). It got pretty testy in court and I appealed out of municipal court to Superior court where the City Attorney begged me not to go forward. I agreed to plead no contest if the City Attorney agreed to explain to the rookie officer how he broke the law and next time might not turn out so well. I shook hands with the officer and told him I just wanted him to understand how he broke the law as much as I did.

Not quite. Taylor Swift's airplane as well as other use the PIA program which prevents the casual data user as well as Flight Aware et all from tracking them. However there are ways for the sophisticated user around that as Elon Musk found out. Once you have their ICAO ID, it is game over on data suppression.

There is no law against taking a picture of a license plate. There are laws against taking pictures and storing them in a data base which varies from stay to state

Not quite. The data available to the general public, such as FlightAware could be quite different than that available to ATC. It is simply a matter of what data fields are allowed out and right now the FAA is being very lazy in its data transmission policy. I suspect and fear it will change only when malevolent actors weaponize it. IMHO the N number or call sign is not needed for FIS traffic.

Currently there is technology called ALPR, automated license plate readers which automatically read your license plate. There is strict limitations on the use of them and access to the data. For instance at the ATL airport your license is read when enter the parking lot and a vehicle with ALPR equipment drives through the lots daily to record the parked cars and references the data with geo-location. Several times a day, there are travelers who forget where they parked their car and they have to go to the Airport police station who are the only people allowed to access the data. After verifying ownership they take you to your mis-placed car. Equally so, there are ALPR unit mounted on patrol cars (those two boxes on the truck lid) which continuously scan plates for stolen vehicles or wanted individuals. The use of and the storage of the data varies by state but suffice to say, the data cannot be stored very long if at all and its use limited by law. My car wash uses ALPR to verify my membership, but it cannot store, when or the fact that I was even there. It can only "verify" I am on the membership list. I find it interesting that the general public and the state and Federal authorities have a lot of "heartburn" over ALPR data, but have zero problem depositing ADS-B data willy nilly to anyone. Yeah, the crazy can wait outside the Montana for John Lennon but the fact is John Lennon could have used the secure entrance but chose to meet 'his public". I think we all have a right to be "modestly secure" in our comings and goings. The belching out of this ADS-B data would not be tolerated by the average citizen just as ALPR data is not. Heck we even require dispersal of firearms personally identifiable sales data and its destruction from central databases after 90 days. Why? Because they have better lobbyists than we do in aviation. Of course I have an Alexa in my house, but that is my choice.

I guess I will have to quit complaining about the Kannad units.

I've also seen a few GIA's get "cranky" when it is cold. Don't know what your temps are there (likely cold) you might blow a little heat in the E&E and see what happens.

Both the #2 GIA and the A/P are on the non-essential bus. I would try resetting the MFD C/B and see what it does. Both those units report in through the MFD.

When I am in icing, I'll take the leaky skylight

It is true. You want a firm touchdown to break the viscous layer and get the tires in contact for spin up for the anti-skid system. (I've seen 727 go into full release without positive spin up) In addition n the older 737 this was especially important as the "shift bar" needed to push up to deploy the spoilers. A lot of guys went off a wet runway in the 737 Classic after a feather like touch down. However in this case, the spoilers were not armed at all. With the 13 knot crosswind, the airplane went into immediate weather vane mode and without the tires firmly on the runway it easily weather vaned into the wind. While we concentrate on crosswind technique with aileron firmly into the wind, it is equally important to keep the weight on the mains as the tire cornering forces are significant and helpful, especially on a slick runway. That means back on the elevator and speedbrakes up (if you go them).

A good reason to keep maximum pressure on the mains.

I have used Camguard for over 1000 hours in my Continental with no slipping. I have also ran it over 2000 hours in a Cessna 402, which would be 4000 hours in a Mooney. No problems. The best protection against starter adaptor wear is good battery, good mags and good starting technique. If it catches within 3 blades your starter adapter will last a long time.

So why is the M20S the only long body approved?

Drop the bottom tube on the tank. It empties quickly.

When they are up for sale, they go fast, like in hours so you have to check often. Also, there is not a huge discount on used. A new one is usually just a few hundred more.

Update, it all went very good. Atlantic had the car out on the ramp on our arrival so my passenger was able to go straight to the car. They took great care of my airplane. I could not be happier.

Carlus used to be Bill Elliott's engine guru.

I think you misunderstand. Without the return through ground that a filament provides the annunciator panel is automatically dimmed and unreadable in daylight. No LED can provide that return by its very nature as a diode.

I think the problem with LED conversion comes when you add in the dimming feature of the annunciator panel which is tied to the nav lights. It would be easy to blame the Whelen Chroma LEDs but the Aero-Lites white nav LED also went down. So the problem is in the circuit design, not the lights themselves. I am sure it can be overcome, but seems to be a lot of hassle.

I had a burnt out nav bulb so I figured what the heck? I replaced both with some Whelen Chroma LED lamps. It seemed a no brainer. I don't like the OR6502 series for one reason. This line in the ICA: If any one LED fails, the unit must be repaired or replaced. Replace the entire unit for one dead LED? Really? How about a few extra so you can have one or two out? With the Chroma, I can simply replace the bulb unit. Knowing that I had to either put in a relay or leave in one incandescent bulb in the circuit to prevent daytime dimming of the annunciator panel, I left the right aft white nav light incandescent for the time being. The install went good, it all worked. Then I was preparing to leave KMTN the other night and none of my LED nav lights worked. No green, no red, no white on the left aft..Only the incandescent worked. I fortunately kept my incandescent bulbs, so I changed them on the ramp. Took about 45 minutes but I got them all done and everything was ops normal. I flew home to Georgia that night. Today I tried the LED's again. Tried them one at a time. I tried an improved ground. No help, so I am back to incandescent. Don't know if I will try the OR6502 because of the ICA limitation.

If the system has not been used in a while the panels have likely "dried out". You can try running the system a long time but the swifter and sure way is to purge the panels with a pressure pot at no more than 60 psi. You can build your own purge system and do it yourself , or you can go to a CAV service center and have them do it.

Even the big guns get off target. Ask the Navy.

Hey, I got a new Aerocomfort interior!