Jerry 5TJ

https://www.apaflyers.com “Under $500 per hour wet!”

Rocket Engineering is based at Felts field. Perhaps you could ask Darwin for a lead on an A&P/IA in the area.

How about measuring the speeds yourself? Then you have the actual indicated airspeeds and ROC for your plane. Straightforward to then calculate the climb per mile for Vx.

How about putting her down in the parking lot of your insurance broker? Hand him the keys and take Uber home.

1090 transponders transmit on that frequency. UAT transmit on 978 MHz. 1090 transponders receive on 1030 MHz. UAT receive on 978. Diversity transponders (and there are both 1090 and 978 diversity systems) have dual antennas (two antennas, not one dual band antenna...) with one antenna on the top, the other on the bottom of the aircraft. It is diversity that NavCanada is going to be demanding next year.

Question: Is there an ICAO flight plan equipment code for diversity Mode S?

We installed diversity Mode S several years ago by swapping a GTX33ES with a GTX33DES which used the same rack and wiring. The only additional installation needed was the coaxial connector, cable and the top antenna.

During a GPS jamming event in 2021 the panel-mounted Garmin units quickly annunciated the loss of GPS signals and X-ed out their affected displays. However, the iPad running ForeFlight did not revert to other satellite navigation sources, nor did it flag or blank the map display. The symbolic airplane just coasted along the Magenta Line showing the previous heading and speed.

I think you will find it to be an excellent system upgrade. I have been giving instruction in a J with that avionics suite, plus a a GTN750, and it is an extraordinary step forward.

I used to fly from Northern California into SNA about once a month, for over a decade. I never, not even once, went VFR. LHS V459 SLI was the route then as now.

I believe that a goal is to carry insurance to make settlement attractive enough so that an injured party decides “Better to accept $2M now than wait years for the trial to perhaps get more.”

I think it took me about 50 hours to become comfortable when I made the change from 6-pack to the G500 a decade ago. At the time I had about 1700 hours of conventional round gauge flying. I also had to learn the GNS530 buttonology and get used to flying 100 knots faster. But the change to glass took longer than I expected. A decade later I'm still trying to learn to scan the bugs rather than read the numbers on the tapes.

Many Mooneys at KLAL.

Francesco and I are flying to the PPP in his M20J today.

If a certified Li battery system is a drop -in replacement, weighs half as much, has more capacity and lasts 5-10 times as long as the lead-acid bricks we use now then 10x the price sounds pretty good, and 3 times more costly would be great.

TrueBlue has been successful with its lithium battery series. They combine the battery with a complete BMS and have STC for a number of airframes. The weight of their battery is usually about 60% of the lead-acid battery replaced, but it has higher capacity and several times the expected life. The only piston single listed on their site with an STC is the A36 Bonanza. At 8 AMU it isn’t cheap.

Check to see: Is there power on pin 1 of the LEMO jacks?

Yes, ADS-B out is accomplished by Mode S ES (or 978 UAT in the USA). Mode S coverage from Aireon satellites https://aireon.com requires a transponder antenna on top of the airplane. Diversity transponders have two transponder antennas, top and bottom.

A diversity transponder uses two antennas, one on top of the airplane and one below. Probably not needed in the USA in the near term but many countries including Canada are scheduled to require diversity transponders to permit satellites to replace ground radar sites.

Or a top transponder antenna for your future diversity Mode S upgrade.

The next MAPA PPP is scheduled for the end of this month in Lakeland, Florida. I am planning to be there with one of my “learners” in his M20J.

Also suggest you get training in an AATD aka “simulator” as you can log up to 20 hours dual towards the rating in a sim It is a great learning environment compared to the cockpit. it’s cheaper You can simulate events and conditions I hesitate to do in actual flight I try to get my instrument students into a decent AATD for 10+ hours. Several local schools have decent sims and they are nearly always available. (Perhaps because the younger CFI time-builders can’t log any flight time teaching in the sim so they don’t care to use it).

Sheppard SW is great for reviewing the material and preparing you to do well on the knowledge test. I like their courses and have used Sheppard for my own knowledge tests. Many of my students have benefited from the Sheppard preparation. But it is NOT a stand-alone study package. The King or Sportys or other video courses (usually 20-25 hours long) are good for learning the basics.

We installed the system using the Aloha Systems interface module to take inputs on gear and flap positions. So, yes, the AoA computer knows which of the four configurations to use in calculating the display The pilot sees a display of AoA appropriate for the current configuration.

I had a fair amount of trouble with calibration of the system. Ultimately it took 5 test flights. Alpha Systems was very supportive. They lent me a test set to confirm all the wiring and pneumatic connections were good. That helped greatly as I then knew that getting the vane angle set was the remaining issue. Once the proper vane angle is found the calibration took us (definitely take a second pilot along!) perhaps 30 minutes. I chose to have the system use 4 configurations: Flaps up, gear up Flaps up, gear down Half flaps, gear down Full flaps, gear down That means eight configuration entries (plus 4 more for the optional Vs x 1.1 settings) for calibration.