Jerry 5TJ

Have you looked into getting a ferry permit? That can be tricky even if your A&P/IA is ready to sign off on the permit it needs the FSDO to approve it as well.

This is a good option for a wiring upgrade. I used it when I upgraded the Avionics in my C model. https://www.aircraftspruce.com/catalog/elpages/edmogrndingblock1.php?clickkey=12633352

The KFC225 has two lines on the display. The top line indicates the present mode, the lower line shows upcoming mode(s) that are armed. The simplest way to use the APR mode is probably to use autopilot in HDG to intercept the localizer and then to switch to the APR mode when the localizer begins to move. The GS Arm message should appear on the lower line of the KFC225 display. When the glideslope is intercepted and the needle centers the KFC225 display should show GS on the upper line indicating the AP has captured the GS. If your 430W is in GPS tracking and you switch it to VLOC to fly an ILS the KFC225 cancels the active mode and reverts to ROL function. Select VLOC on the 430W first and then set the KFC225. If the approach is RNAV GPS then you leave the 430W set to GPS for the entire approach. if you have a Garmin 650/750 instead of the 430//530 then there is an extra step: A message prompt will appear on the navigator, and you must open the message page and then press the “activate approach guidance” soft key before you can set the KFC225 to APR mode. I’m not sure if the KFC225 can be in VS mode to a preset altitude below the GS intercept altitude and simultaneously be armed in APR mode. I suspect not. in any case—If you don’t see the “GS Arm” message on the lower line line of the KFC225 then it will not capture the GS.

If the belly is non-conducive fiberglass then you could install the transporter antenna on the aluminum airframe under the belly skin.

Yesterday I began instructing a new Mooney owner in his 67 C model. The plane has an externally mounted “thing” on the left cowl about 3’ aft of the propeller. I don’t recognize it. Any idea what it is?

Speaking of myself in the instructor role, your quote is truncated. I say “it’s is the insurance company’s plane if the engine quits: Don’t try to save the aluminum, just protect the people.”

I’ve done this test with my Sporty’s handheld and a bottom mounted vhf com whip, and the 2.5 watt handheld is generally ranked by the ground station as “about the same” as the GTN750. In theory it is 6dB down but in practice the range is terrain limited more than by free-space losses.

A handheld radio will work nearly as well as a panel mounted com — if you have it connected to a regular externally-mounted com antenna. You may still have a second viable VHF com antenna on your Mooney. Get it connected to a BNC connector or whatever mates to your handheld radio.

flying above FL180

Nice flights in a J yesterday between Baltimore and Long Island. Good thing we departed Republic VFR as there were 25 IFR departures in the sequence because of the Ryder Cup. We “only” waited 35 minutes.

The Starlink mini draws about 60 watts. If you’re comfortable pulling 5+ amps (12 volt system assumed) through the cigarette lighter socket and the socket’s CB is rated for 10 amps, it should work. If you want to test first, wire a 2 ohm 100 watt resistor to a cigarette lighter plug and see. As your Bravo is a 24 volt airplane, use an 8 ohm resistor. As for me, I’d wire in a USB port rated for the power level and delete that lighter socket.

My answer is—neither. At go-around I prefer to teach “Pitch, Power, Positive Rate, and Pause.” Get stabilized and climbing smoothly before you start reconfiguring.

https://themooneyflyer.com/cfi.html The Mooney Flyer has a list of CFI with Mooney type specific experience.

Last month I provided transition training for a new 190 TT pilot into his M600. It can be done. It was not cheap.

The PA46 line has both piston and turbine versions. Same size airplane but the turbine variants often are charged higher facility fees.

The MMOPA FRAT app is designed for the PA46 community, half of which is piston and all single engine. It is applicable to our Mooney fleet.

My minimums are not a single number. I don’t say, for example, “I won’t fly a precision approach below X feet and Y visibility.” I try to assess flight risk based on a wide range of factors. The FRAT — Flight Risk Assessment Tool — app available for free on the Apple Store is an example of how a number of factors and their interactions are evaluated in concert to estimate the risk of a proposed flight.

Night VFR is very limited in Italy.

On my 64 E I would mark the location of oversized or odd screws (odd being something like a sheet metal screw driven into a nut plate) and fix it when I had access. After several years I had most of them correct.

The Garmin GMA345 audio panel, as an example, will operate in either 14 or 28 volt systems without any switching or configuration changes. There’s no problem with interconnection of the audio lines between the various boxes of your avionics. The KX165 is limited to either 14 or 28 volt power, with different model numbers for the two voltage options, which is why you have the boost converter to provide it with 28 volts.

When I was a student pilot I saw one (probably a 201) and said to myself “I am going to get one of those.”

None of the P210 Silver Eagle retained the FIKI certification even if the original airframe had been so equipped.

Looks sharp! You might want to inspect the landing gear downlock block for wear. It looks original in your photos.

The answer is, as usual, “it depends.” The type of UAT system you use is a factor. Some (like the ones that replace a wing recognition light) are listening to your Mode A/C transponder radiated signal and they are allegedly only entering anonymous mode after they verify the 1200 squawk. Your prior UAT emissions contain the FAA assigned unique hex code id. Other UAT equipment, such as the GDL-88, are hardwired to their controller, like a GTN750, and if powered up in code 1200 anonymous mode should not transmit the user id data. Mode S interrogation formats include one type where a specific hex id is told to reply. I suspect that the UAT would reply to the selective interrogation with an anonymous reply but as the reply is time synchronized to the interrogation the id is obvious to the interrogator. In such a case the crowd-sourced receiver networks (like FlightAware) would not have the id from your airborne reply. There are non-cooperative airborne target id systems in use that do not depend on your transponder reply at all. Those data are not likely shared with local or state tax authorities, tho. Aside: Within the DC SFRA squawking code 1200 is not permitted, so the anonymous mode is not enabled.

It is a good idea to take the SFRA training even if you are filing IFR as there are some differences in how you cancel. Summary: Don’t ever squawk 1200 inside the SFRA. Suggestion: Inside the SFRA don’t cancel IFR until after landing.