1964-M20E

well it's a plan for now

I just spent about 30 minutes talking with Mr. Denny from the FAA and he was very nice. 1. We discussed the consistent problem I have had since installation of my IFD540 and APX322. The problem is SDA (system design assurance). He believes it may just be a configuration problem or software issue in the Avidyne. 2. I contacted my avionic shop and he confirmed that Avidyne has an update to be release by the end of the month. 3. Hopefully I can get over there and get it take care of and all will be good. More updates will be made as things develop.

One thing that has changed is the FAA is focusing on ADSB errors this now with 2020 coming up very soon. This is from the mouth of the FAA guy I spoke with last Friday.

Thanks at least I know what that means now. It would be nice if they gave out the secret decoder ring included in the report. SDA appears to be popping often up so maybe the avionics shops didn't configure something right. I have the Avidyne IFD540 connected to the Avidyne APX322 so there should not be any issues between the two. I would hope.

Yeah if ADSB system is a PIA like this it will not be very usable. Here are a few of the ADSB reports for the FAA site. Any body who can tell me what is going on it would be appreciated. I will be calling the FAA guy Monday as well to discuss this further. I'm an engineer but ADSB is FM technology to me and the reports are not very intuitive. Then a buddy was flying my plane today and ATC said mode C was not reporting altitude. PAPR_20190224_A856D6_70570220.pdfPAPR_20190312_A856D6_71437905.pdfPAPR_20190317_A856D6_71704303.pdf

I got the same registered letter on my Avidyne remote mounted transponder AXP-322. I have had it installed for over 3 years now. I talked with the guy on my letter Friday evening and will discuss with him more on Monday. Hopefully he can tell me exactly what is wrong. FLIGHT AWARE still tracks every flight I make and sends me an email every time I land and I can se every flight I have made. sorry had wrong site I hope ADSB does not continue to act like this. In all the years I have been flying I only had one issue with Mode C when a wire broke going to the altitude encoder.

Awe just leave him home. I'd leave my wife home if she would let me but she's not going to miss a beach trip. Glad to hear you are going to make it this year hopefully your husband can make it as well. We all know how it is to miss fun things because of work. Bring a few more Brits along with you as well I always love translating English to American.

Here is the one I use for an F but very similar to the E. I found the original DOC file somewhere on eh internet and adopted to my plane. Checklist M20F.doc

some people have too much time on their hands

PI i'm waiting for cookie day.

any chance of using another diode with the same electrical parameters and solder the leads to the pads where the original diode is? On less critical things I have just grabbed a basic diode from the box and soldered it in and all was good. This maybe different.

WOW glad to see you are recovering. I hope it continues to get better.

Here is the right side that I was working an a few years ago when I had my E model. PANEL-05.dwg PANEL-05.DXF

Yes try to increase he hull value if you can. You may need to change insurers to do that. Go high and then negotiate with the carrier for the new agreed hull value it helps if you have just done some upgrades like new GPS, paint, interior or something of added value that you can negotiate with. Anyone buying a plane go as high as reasonable on the hull value up front. I know this is counter to the CB culture to save a few dollars on the insurance but it is easier to get higher hull value up front than to increase it later.

I know about that shoulder thingy and I'm just getting back to flying airplanes. Flying a helicopter is easier with a bummed right shoulder than flying an airplane. However, even if I had electric gear it would have been very difficult or impossible to fly by myself until now. More than the moving the Johnson bar for the manual gear it was reaching the throttle, mixture, prop and radios especially NAV/COM 2. Knowing that I had problems reaching those items unit now my desire to fly was tempered during that time because I knew I could not do it alone. I'm still a J-bar believer and you will never get me to convert. My suggestions to the OP is to find one that has already been converted or go to late model after 69 where I think all were electric from then on.

Sounds like a good deal. Go through one annual with the plane before you buy it and try if at all possible to do an owner assisted annual you will learn many things about the plane and yourself. Once you buy it that Apollo thing in there is a paper weight it is LORAN and not used anymore. Like above set everything down in writing so there are not misunderstandings or since he is a friend at the first sign of trouble in the arrangement kindly fly the plane back to him and thank him for the opportunity to care for his plane and keep a friend. Other than that thank him very much and fly it well and often.

Did they change the oil? Changing the oil is not necessary at annual especially if you just changed it 10 or fewer hours before. Look at the log book entries to see if they ran the engine and inspected for any leaks. The run up may have been very brief start run for 30 seconds and shut down not enough to change the tach time. Tach time of 0.1 is 6 minutes. Typically when i change the oil or after annual I will run for a couple of minutes doing a normal pre-take off run up.

Cool thanks yeah I know about bugs in south Louisiana on a grass strip.

Anyone on here based or near these airports. Work may have me in Clewiston, (2IS) FL for 3 to 5 months probably starting sometime in April. I'm looking for pireps on these airports. Unfortunately I do not see any rental cars close by. Maybe a fellow MSer would be willing to fly me to an airport that does have some car rentals. I would like to be in hangar but for a few months I can stand being tied down outside. Clewiston would be my first choice.

Boeing Acquires ForeFlight Combined offerings will provide customers across the aviation industry with enhanced digital services CHICAGO, March 6, 2019 /PRNewswire/ -- Boeing [NYSE: BA] completed the acquisition of ForeFlight, a leading provider of innovative mobile and web-based aviation applications. https://boeing.mediaroom.com/2019-03-06-Boeing-Acquires-ForeFlight?fbclid=IwAR0kV323YpIUxQKW8zS3WZf5qhGOGdsNsrBH1vItNQAgdJPX2m44jOh99t8 N sure what this means if anything for those that use Foreflight.

Once you own a plane close your eyes and put fuel in it then fly like you stole it. Whatever the fuel is that is what it costs to fly. Now about that helicopter?? Where is that cost calculator spread sheet I've been looking for?

But we take our family camping with the Mooney

I replaced the cable from the tail bulkhead to the cockpit but I do not know about getting a new one in the vertical portion. My problem turned out to be a loose connection on the back of the radio. A long time chasing that ghost and cursing when I could not picu0p a VOR within 15 miles.

I put together a spread sheet years ago and ran countless scenarios. I do not know where the spread sheet is it got lost. As for costs they are some what dependent on where you live and what options are available for hangars or tie down. However for hangar, insurance and annual inspection keep in mind you have not started the engine or flown anywhere start at $300 a month and go up from there. Most are probably in the $600 to $800 a month range. Then you can add $400 a month for fuel flying about 10 hours a month. These are the costs you will directly see on a monthly or yearly basis. Routine maintenance issues, unexpected issues and engine overhaul are the unknowns.

I'll let someone with TKS chime in on the plus and minus of TKS.