kortopates

I believe you are right and I am also pretty certain (but can't say 100%) that Rocket Eng did nothing for the Missile. I do know they did nothing for the Rocket. So you can interpret that way anyway you want. Mod'ed owners will claim the FAA thought it was perfectly save to add all that extra weight to the gear, in contrast to the Mooney which some and myself would interpret as being more engineering conservative and perhaps thorough. But I have noticed everyone interprets it their own way so I won't even try to justify any interpretation. I can share a data point. I new one owner of an older Mooney. We shared the passion of Mooney adventure travel flying to many international destinations. In his early J, he always traveled long range with 2 couples and about the equivalent of 1 carry on roller bag per person. Yes, he was hundreds of pounds over weight! I always worried about him having a traffic pattern accident or landing incident or takeoff accident. We did some dirt field destinations together. But he was a smart guy (engineer) and a careful pilot; other than not respecting the regs concerning his plane limitations. But he never got into trouble from that and died happily in his sleep. I am not judging, but I could never take unsuspecting passengers like that and expose them unknowingly to that risk. Besides I also would hate to risk my estate to the lawsuit that would undoubtedly transpire when some lawyer figured that out. You know that will be the "cause" even if it was truly for something unrelated. NTSB findings are not admissible in court by design - perhaps civil court they are. Anyway my solution was always to get the legal increased gross weight before ever taking off overgross with a pax; lack of confidence in the airframe was never the issue for me but concern over liability I found very frightening. Sent from my iPhone using Tapatalk

Sort of us, but not really. Today whether you are RNAV or not, ATC will assume you are and the old ground based nav holding instructions aren't used unless you ask. So like your example, instead of being told to "hold west on the 9 DME 83 degree radial..." you'll hear hold west of VISTA...". You'll virtually always be given a RNAV waypoint to hold on, eliminating any concern for these differences. But if you got such and an old style, I would be looking at the enroute chart for the waypoint name and use that. But where it's important, and about the only real practical example I can offer, is in departure clearances that are not in the database. These can involve intercepting and flying a radial to an waypoint or VOR that is ways away from the VOR. For these you'll want to take advantage of OBS mode for it's ease and effeciency, but if the distance away from the VOR is great and variation differences are too (easily looked up) we need to be aware of consequences of the variation differences and sometimes go to the trouble of defining legs in the flight plan to eliminate such error when that significant. It's generally not that significant till you are going by class Bravo airport's traffic flows. Sent from my iPhone using Tapatalk

It's really simple. With a non G1000 system can upgrade however you want with out approval of Mooney but generally with as anything STC'd for your airframe. Not so with G1000 since it's apart of the TCDS. Since it's part of the TCDS Mooney certified it that way and only that way. Nobody at this time has any STC'S for G1000 based planes. Second most important point is that eventhough the Avionics manufacturer, Garmin, has a well defined upgrade path for G1000 users including the new Nxi suite going into current production, these are off limits to older airframes till the TCDS holder, Mooney, does the additional engineering to work with Garmin to get newer s/w and h/w tested and certified for the older airframes. I.e. all upgrades must come through Mooney's approval process to update the TCDS. We're dependent on Mooney. History shows us Mooney got through one significant upgrade from Non-waas to waas that took several years (with some other minor upgrades for Ads/b). Your guess is as good as anyone's if and when Mooney will provide a Nxi upgrade. Sent from my iPhone using Tapatalk

Very good points. Differences in magnetic variation are very real, typically the VORs will be different by at least a degree or more for good reason unfortunately. This translates in being careful when using OBS mode as we could be a ways off. But this issue is eliminated by flying a leg rather than using OBS mode at significant distance away from a VOR. But difference in DME becomes indiscernible at approach altitudes where it becomes important. Why? - basic trig shows difference is less than 0.1 NM. But at enroute altitudes we really don't care about the difference; especially crossing a VOR which is went we see the max difference. In fact GPS is then giving us the accurate distance. Sent from my iPhone using Tapatalk

Yes, not an STC. Manufacturers do not use the STC process for anything. Instead they provide drawings for mods and can sell retrofit kits for the needed parts. But kits aren’t necessary as long as the changes are made in accordance to the drawing. STC’s are sought by third parties to modify the TCDS as a supplement to it. As long as their has been a gross weight increase for the J’s their have been owners of older Mooney wanting to get a similar gross weight increase in some fashion. But given it never happened back in the days of when J’s sold for double of what they do today, I seriously doubt we’ll see it happen now. But sure anything is possible with enough $. Cheaper to trade up though. Years ago too, owners had a second option with the Rocket Engineering Missile mod, but that’s also gone today. We have the same issue with the K max weight gross weight being eligible only for 252’s. It raised my useful load to just under 1130 lbs. Sent from my iPhone using Tapatalk

Great on being a Savvy client, don’t hesitate to hit me up on the Savvy side with analysis help with your LOP ops. With Savvy test profile data we can help you with that. Sent from my iPhone using Tapatalk

I sure don't mean this to sound scary or critical, but I really encourage my clients to start slowly from no more than 65% power where you can't hurt a thing and become familiar with setting up LOP precisely. As you get to know how your engine operates LOP, you'll get very proficient at setting up and be able to use proxies like TIT and MAP after you know the relationship between TIT and your richest cyl EGT peaking. But at 75% you need to be a full 50F LOP or you have one or more cylinders operating in the redbox. I have been in many clients Bravo's helping them with this stuff and seen a lot of Bravo data and not been able to see a Bravo operate that deeply LOP. 65 to just under 70% is the maximum I have seen when everything is perfect. Nor have I seen a Bravo get anywhere near 0.5 GPH gami spread with stock injectors which equates to resulting in the leanest cylinders flaming out before the richest are adequately LOP in higher power settings. Normal is > 1.0 GPH. All of this is to merely say, just start out at lower unharmful power settings and due your due diligence collecting the data before advancing to higher power temperatures. Additionally, IMO TIT over 1600F is not good for the longevity of your exhaust components and the Bravo is one of the more vulnerable exhaust systems. I personally limit my TIT to 1580F to give me a little buffer before I need to do anything. To get you started check out the Savvy Test profile here and start collecting your data. http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf

How far LOP did you get?

I thought the same thing too. Yeah, the painters painted it with the fuel cap in the wrong position. I don't know, but you'd think that would have gotten fixed before it left the paint shop! Its also the first time I've seen the stripes on the wing there. @Alfredo will never confuse his Mooney with another

I don't think its as much adding DME back as it is incorporating DME in our new PBN RNAV requirements. The truth is the FAA still has no clue what they are going to do strategically for a GPS backup. They're looking at everything imaginable including talking about the old Loran. I am just hoping they come up with something that uses the same spectrum as GPS that might be compatible with our existing expensive GPS's with new software, rather than new hardware. But I am sure that is pure fantasy wish on my part.

The 530W doesn't do anything internally with the VOR signal other than identify the station. It merely passes the signal to an external CDI. If the VOR is the active waypoint and you have it LOC mode, the internal nav information being displayed (distance, left/right of DTK, time to station etc) is all based on GPS data. The LOC button merely controls what is passed to the external CDI or HSI. The VOR is just database waypoint. If the VOR is out of service, you can still navigate enroute using GPS. You won't be affected by a down VOR until it defines the final approach path of a VOR approach, since we can not substitute GPS for a VOR approach unless we can also monitor the raw VOR nav signal while using GPS (think bearing pointer or second CDI turned to VOR, then you can keep the box in GPS mode on a VOR approach). But if the VOR is required for the missed approach, then we can use RNAV to substitute for the down VOR and still fly the approach, but ATC will also have a documented missed approach fix that can be used on a VOR or ILS approach to keep the approach available for the non-rnav users. Did that answer your questions?

I wouldn't worry, its merely one of 72 active GPS testing notams going on in different areas and different times, I pasted the set below. We've been seeing these below for many years. I only wish they gave us more details; particularly to how many satellites where actually being affected so we would know the real likelihood of an issue since in many notams they are referencing just one satellite which won't be an issue for us 99.99% of the time. But I have yet to ever be affected in flight by GPS testing. The one time I lost GPS temporarily was deep down in Mexico. But like the rest of the NOTAM system, IMO its so broken to near utterly useless. Data Current as of: Wed, 17 Jul 2019 04:01:00 UTC ZAB ALBUQUERQUE (ARTCC),NM. [Back to Top] !GPS 07/120 (KZAB A0384/19) ZAB NAV GPS (NTTR GPS 19-10) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 377NM RADIUS CENTERED AT 371416N1155125W (BTY046050) FL400-UNL, 319NM RADIUS AT FL250, 256NM RADIUS AT 10000FT, 218NM RADIUS AT 4000FT AGL, 183NM RADIUS AT 50FT AGL DLY 0400-0800 1907170400-1907190800 !GPS 07/116 (KZAB A0382/19) ZAB NAV GPS (PMSR OPS 19-01) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 329NM RADIUS CENTERED AT 331212N1193303W (LAX22007L) FL400-UNL, 284NM RADIUS AT FL250, 213NM RADIUS AT 10000FT, 207NM RADIUS AT 4000FT AGL, 142NM RADIUS AT 50FT AGL. DLY 0800-1300 1907190800-1907211300 !GPS 07/112 (KZAB A0379/19) ZAB NAV GPS (YPG GPS 19-05) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 302NM RADIUS CENTERED AT 325413N1135609W (BZA066035) FL400-UNL, 252NM RADIUS AT FL250, 193NM RADIUS AT 10000FT, 191NM RADIUS AT 4000FT AGL, 118NM RADIUS AT 50FT AGL DLY 2030-2230 1907152030-1907202230 !GPS 07/088 (KZAB A0376/19) ZAB NAV GPS (CANNON GPS 19-02) (INCLUDING WAAS, GBAS AND ADS-B) MAY NOT BE AVBL WI A 261NM RADIUS CENTERED AT 341708N1034832W (TXO249050) FL400-UNL, 212NM RADIUS AT FL250 146NM RADIUS AT 10000FT, 136NM RADIUS AT 4000FT AGL, 103NM RADIUS AT 50FT AGL. DLY 0300-0700 1907170300-1907190700 !GPS 07/039 (KZAB A0373/19) ZAB NAV GPS (WSMR GPS 19-09) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 347NM RADIUS CENTERED AT 331424N1062147W (TCS085046) FL-400-UNL 296NM RADIUS AT FL250, 210NM RADIUS AT 10000FT, 202NM RADIUS AT 4000FT AGL, 173NM RADIUS AT 50FT AGL. DLY 0700-1400 1907170700-1907191400 ZAK OAKLAND OCA/FIR [Back to Top] No active NOTAMs for this location. ZAN ANCHORAGE (ARTCC),AK. [Back to Top] No active NOTAMs for this location. ZAU CHICAGO (ARTCC),IL. [Back to Top] !GPS 07/094 (KZAU A0102/19) ZAU NAV GPS (CGMI GPS 19-39) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 123NM RADIUS CENTERED AT 444358N0844727W (TVC090033) FL400-UNL, 123NM RADIUS AT FL250, 111NM RADIUS AT 10000FT, 78NM RADIUS AT 4000FT AGL, 42NM RADIUS AT 50FT AGL. DLY 0401-1159 1907170401-1907181159 ZBW BOSTON (ARTCC),NASHUA, NH. [Back to Top] No active NOTAMs for this location. ZDC WASHINGTON (ARTCC),DC. [Back to Top] !GPS 07/068 (KZDC A0144/19) ZDC NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1700-2300 1907201700-1907212300 !GPS 07/062 (KZDC A0143/19) ZDC NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. 1907221700-1907222200 !GPS 07/056 (KZDC A0142/19) ZDC NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1200-1500 1907171200-1907191500 ZDV DENVER (ARTCC),CO. [Back to Top] !GPS 07/121 (KZDV A0253/19) ZDV NAV GPS (NTTR GPS 19-10) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 377NM RADIUS CENTERED AT 371416N1155125W (BTY046050) FL400-UNL, 319NM RADIUS AT FL250, 256NM RADIUS AT 10000FT, 218NM RADIUS AT 4000FT AGL, 183NM RADIUS AT 50FT AGL DLY 0400-0800 1907170400-1907190800 !GPS 07/113 (KZDV A0249/19) ZDV NAV GPS (YPG GPS 19-05) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 302NM RADIUS CENTERED AT 325413N1135609W (BZA066035) FL400-UNL, 252NM RADIUS AT FL250, 193NM RADIUS AT 10000FT, 191NM RADIUS AT 4000FT AGL, 118NM RADIUS AT 50FT AGL DLY 2030-2230 1907152030-1907202230 !GPS 07/089 (KZDV A0248/19) ZDV NAV GPS (CANNON GPS 19-02) (INCLUDING WAAS, GBAS AND ADS-B) MAY NOT BE AVBL WI A 261NM RADIUS CENTERED AT 341708N1034832W (TXO249050) FL400-UNL, 212NM RADIUS AT FL250 146NM RADIUS AT 10000FT, 136NM RADIUS AT 4000FT AGL, 103NM RADIUS AT 50FT AGL. DLY 0300-0700 1907170300-1907190700 !GPS 07/040 (KZDV A0246/19) ZDV NAV GPS (WSMR GPS 19-09) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 347NM RADIUS CENTERED AT 331424N1062147W (TCS085046) FL-400-UNL 296NM RADIUS AT FL250, 210NM RADIUS AT 10000FT, 202NM RADIUS AT 4000FT AGL, 173NM RADIUS AT 50FT AGL. DLY 0700-1400 1907170700-1907191400 ZFW FORT WORTH(ARTCC),TX. [Back to Top] !GPS 07/134 (KZFW A0488/19) ZFW NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 83NM RADIUS CENTERED AT 310549N0930220W (AEX250029) FL400-UNL, 83NM RADIUS AT FL250, 82NM RADIUS AT 10000FT, 64NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL. 1907210001-1907211200 !GPS 07/130 (KZFW A0487/19) ZFW NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 262NM RADIUS CENTERED AT 310535N0930350W (AEX250031) FL400-UNL, 216NM RADIUS AT FL250, 145NM RADIUS AT 10000FT, 101NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL 1907201500-1907202300 !GPS 07/105 (KZFW A0482/19) ZFW NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907191500-1907191800 !GPS 07/101 (KZFW A0483/19) ZFW NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907181600-1907182000 !GPS 07/099 (KZFW A0481/19) ZFW NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 45NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 46NM RADIUS AT FL250, 46NM RADIUS AT 10000FT, 45NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL 1907200001-1907201100 !GPS 07/097 (KZFW A0480/19) ZFW NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 45NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 46NM RADIUS AT FL250, 46NM RADIUS AT 10000FT, 45NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL 1907192100-1907192359 !GPS 07/090 (KZFW A0478/19) ZFW NAV GPS (CANNON GPS 19-02) (INCLUDING WAAS, GBAS AND ADS-B) MAY NOT BE AVBL WI A 261NM RADIUS CENTERED AT 341708N1034832W (TXO249050) FL400-UNL, 212NM RADIUS AT FL250 146NM RADIUS AT 10000FT, 136NM RADIUS AT 4000FT AGL, 103NM RADIUS AT 50FT AGL. DLY 0300-0700 1907170300-1907190700 !GPS 07/086 (KZFW A0475/19) ZFW NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907180001-1907181500 !GPS 07/082 (KZFW A0474/19) ZFW NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907171500-1907172300 !GPS 07/080 (KZFW A0473/19) ZFW NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 45NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 46NM RADIUS AT FL250, 46NM RADIUS AT 10000FT, 45NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL. 1907170001-1907171400 !GPS 07/041 (KZFW A0469/19) ZFW NAV GPS (WSMR GPS 19-09) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 347NM RADIUS CENTERED AT 331424N1062147W (TCS085046) FL-400-UNL 296NM RADIUS AT FL250, 210NM RADIUS AT 10000FT, 202NM RADIUS AT 4000FT AGL, 173NM RADIUS AT 50FT AGL. DLY 0700-1400 1907170700-1907191400 ZHN HONOLULU ARTCC,HI. [Back to Top] No active NOTAMs for this location. ZHU HOUSTON (ARTCC),TX. [Back to Top] !GPS 07/135 (KZHU A1388/19) ZHU NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 83NM RADIUS CENTERED AT 310549N0930220W (AEX250029) FL400-UNL, 83NM RADIUS AT FL250, 82NM RADIUS AT 10000FT, 64NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL. 1907210001-1907211200 !GPS 07/131 (KZHU A1387/19) ZHU NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 262NM RADIUS CENTERED AT 310535N0930350W (AEX250031) FL400-UNL, 216NM RADIUS AT FL250, 145NM RADIUS AT 10000FT, 101NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL 1907201500-1907202300 !GPS 07/108 (KZHU A1380/19) ZHU NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907191500-1907191800 !GPS 07/104 (KZHU A1379/19) ZHU NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907181600-1907182000 !GPS 07/100 (KZHU A1378/19) ZHU NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 45NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 46NM RADIUS AT FL250, 46NM RADIUS AT 10000FT, 45NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL 1907200001-1907201100 !GPS 07/098 (KZHU A1377/19) ZHU NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 45NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 46NM RADIUS AT FL250, 46NM RADIUS AT 10000FT, 45NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL 1907192100-1907192359 !GPS 07/091 (KZHU A1373/19) ZHU NAV GPS (CANNON GPS 19-02) (INCLUDING WAAS, GBAS AND ADS-B) MAY NOT BE AVBL WI A 261NM RADIUS CENTERED AT 341708N1034832W (TXO249050) FL400-UNL, 212NM RADIUS AT FL250 146NM RADIUS AT 10000FT, 136NM RADIUS AT 4000FT AGL, 103NM RADIUS AT 50FT AGL. DLY 0300-0700 1907170300-1907190700 !GPS 07/087 (KZHU A1371/19) ZHU NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907180001-1907181500 !GPS 07/085 (KZHU A1370/19) ZHU NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907171500-1907172300 !GPS 07/081 (KZHU A1369/19) ZHU NAV GPS (FTPK GPS 19-48L) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 45NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 46NM RADIUS AT FL250, 46NM RADIUS AT 10000FT, 45NM RADIUS AT 4000FT AGL, 24NM RADIUS AT 50FT AGL. 1907170001-1907171400 !GPS 07/042 (KZHU A1365/19) ZHU NAV GPS (WSMR GPS 19-09) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 347NM RADIUS CENTERED AT 331424N1062147W (TCS085046) FL-400-UNL 296NM RADIUS AT FL250, 210NM RADIUS AT 10000FT, 202NM RADIUS AT 4000FT AGL, 173NM RADIUS AT 50FT AGL. DLY 0700-1400 1907170700-1907191400 ZID INDIANAPOLIS (ARTCC),IN. [Back to Top] !GPS 07/069 (KZID A0097/19) ZID NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1700-2300 1907201700-1907212300 !GPS 07/063 (KZID A0096/19) ZID NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. 1907221700-1907222200 !GPS 07/057 (KZID A0095/19) ZID NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1200-1500 1907171200-1907191500 ZJX JACKSONVILLE (ARTCC),FL. [Back to Top] !GPS 07/070 (KZJX A1081/19) ZJX NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1700-2300 1907201700-1907212300 !GPS 07/064 (KZJX A1080/19) ZJX NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. 1907221700-1907222200 !GPS 07/058 (KZJX A1079/19) ZJX NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1200-1500 1907171200-1907191500 ZKC KANSAS CITY (ARTCC),KS. [Back to Top] !GPS 07/092 (KZKC A0138/19) ZKC NAV GPS (CANNON GPS 19-02) (INCLUDING WAAS, GBAS AND ADS-B) MAY NOT BE AVBL WI A 261NM RADIUS CENTERED AT 341708N1034832W (TXO249050) FL400-UNL, 212NM RADIUS AT FL250 146NM RADIUS AT 10000FT, 136NM RADIUS AT 4000FT AGL, 103NM RADIUS AT 50FT AGL. DLY 0300-0700 1907170300-1907190700 !GPS 07/043 (KZKC A0134/19) ZKC NAV GPS (WSMR GPS 19-09) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 347NM RADIUS CENTERED AT 331424N1062147W (TCS085046) FL-400-UNL 296NM RADIUS AT FL250, 210NM RADIUS AT 10000FT, 202NM RADIUS AT 4000FT AGL, 173NM RADIUS AT 50FT AGL. DLY 0700-1400 1907170700-1907191400 ZLA LOS ANGELES (ARTCC)PALMDALE, CA. [Back to Top] !GPS 07/122 (KZLA A1773/19) ZLA NAV GPS (NTTR GPS 19-10) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 377NM RADIUS CENTERED AT 371416N1155125W (BTY046050) FL400-UNL, 319NM RADIUS AT FL250, 256NM RADIUS AT 10000FT, 218NM RADIUS AT 4000FT AGL, 183NM RADIUS AT 50FT AGL DLY 0400-0800 1907170400-1907190800 !GPS 07/117 (KZLA A1762/19) ZLA NAV GPS (PMSR OPS 19-01) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 329NM RADIUS CENTERED AT 331212N1193303W (LAX22007L) FL400-UNL, 284NM RADIUS AT FL250, 213NM RADIUS AT 10000FT, 207NM RADIUS AT 4000FT AGL, 142NM RADIUS AT 50FT AGL. DLY 0800-1300 1907190800-1907211300 !GPS 07/114 (KZLA A1759/19) ZLA NAV GPS (YPG GPS 19-05) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 302NM RADIUS CENTERED AT 325413N1135609W (BZA066035) FL400-UNL, 252NM RADIUS AT FL250, 193NM RADIUS AT 10000FT, 191NM RADIUS AT 4000FT AGL, 118NM RADIUS AT 50FT AGL DLY 2030-2230 1907152030-1907202230 !GPS 07/044 (KZLA A1719/19) ZLA NAV GPS (WSMR GPS 19-09) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 347NM RADIUS CENTERED AT 331424N1062147W (TCS085046) FL-400-UNL 296NM RADIUS AT FL250, 210NM RADIUS AT 10000FT, 202NM RADIUS AT 4000FT AGL, 173NM RADIUS AT 50FT AGL. DLY 0700-1400 1907170700-1907191400 ZLC SALT LAKE CITY (ARTCC),UT. [Back to Top] !GPS 07/123 (KZLC A0233/19) ZLC NAV GPS (NTTR GPS 19-10) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 377NM RADIUS CENTERED AT 371416N1155125W (BTY046050) FL400-UNL, 319NM RADIUS AT FL250, 256NM RADIUS AT 10000FT, 218NM RADIUS AT 4000FT AGL, 183NM RADIUS AT 50FT AGL DLY 0400-0800 1907170400-1907190800 !GPS 07/118 (KZLC A0228/19) ZLC NAV GPS (PMSR OPS 19-01) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 329NM RADIUS CENTERED AT 331212N1193303W (LAX22007L) FL400-UNL, 284NM RADIUS AT FL250, 213NM RADIUS AT 10000FT, 207NM RADIUS AT 4000FT AGL, 142NM RADIUS AT 50FT AGL. DLY 0800-1300 1907190800-1907211300 !GPS 07/115 (KZLC A0227/19) ZLC NAV GPS (YPG GPS 19-05) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 302NM RADIUS CENTERED AT 325413N1135609W (BZA066035) FL400-UNL, 252NM RADIUS AT FL250, 193NM RADIUS AT 10000FT, 191NM RADIUS AT 4000FT AGL, 118NM RADIUS AT 50FT AGL DLY 2030-2230 1907152030-1907202230 ZMA MIAMI (ARTCC), FL. [Back to Top] !GPS 07/071 (KZMA A1106/19) ZMA NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1700-2300 1907201700-1907212300 !GPS 07/065 (KZMA A1105/19) ZMA NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. 1907221700-1907222200 !GPS 07/059 (KZMA A1104/19) ZMA NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1200-1500 1907171200-1907191500 ZME MEMPHIS (ARTCC),TN. [Back to Top] !GPS 07/132 (KZME A0187/19) ZME NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 262NM RADIUS CENTERED AT 310535N0930350W (AEX250031) FL400-UNL, 216NM RADIUS AT FL250, 145NM RADIUS AT 10000FT, 101NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL 1907201500-1907202300 !GPS 07/106 (KZME A0183/19) ZME NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907191500-1907191800 !GPS 07/102 (KZME A0182/19) ZME NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907181600-1907182000 !GPS 07/083 (KZME A0179/19) ZME NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907171500-1907172300 !GPS 07/072 (KZME A0177/19) ZME NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1700-2300 1907201700-1907212300 !GPS 07/066 (KZME A0176/19) ZME NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. 1907221700-1907222200 !GPS 07/060 (KZME A0175/19) ZME NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1200-1500 1907171200-1907191500 ZMP MINNEAPOLIS (ARTCC),FARMINGTON,MN. [Back to Top] !GPS 07/095 (KZMP A0112/19) ZMP NAV GPS (CGMI GPS 19-39) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 123NM RADIUS CENTERED AT 444358N0844727W (TVC090033) FL400-UNL, 123NM RADIUS AT FL250, 111NM RADIUS AT 10000FT, 78NM RADIUS AT 4000FT AGL, 42NM RADIUS AT 50FT AGL. DLY 0401-1159 1907170401-1907181159 ZNY NEW YORK (ARTCC) RONKONKOMA NY. [Back to Top] No active NOTAMs for this location. ZOA OAKLAND (ARTCC) FREMONT,CA. [Back to Top] !GPS 07/124 (KZOA A0499/19) ZOA NAV GPS (NTTR GPS 19-10) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 377NM RADIUS CENTERED AT 371416N1155125W (BTY046050) FL400-UNL, 319NM RADIUS AT FL250, 256NM RADIUS AT 10000FT, 218NM RADIUS AT 4000FT AGL, 183NM RADIUS AT 50FT AGL DLY 0400-0800 1907170400-1907190800 !GPS 07/119 (KZOA A0496/19) ZOA NAV GPS (PMSR OPS 19-01) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 329NM RADIUS CENTERED AT 331212N1193303W (LAX22007L) FL400-UNL, 284NM RADIUS AT FL250, 213NM RADIUS AT 10000FT, 207NM RADIUS AT 4000FT AGL, 142NM RADIUS AT 50FT AGL. DLY 0800-1300 1907190800-1907211300 ZOB CLEVELAND (ARTCC),OBERLIN, OH. [Back to Top] !GPS 07/096 (KZOB A0070/19) ZOB NAV GPS (CGMI GPS 19-39) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 123NM RADIUS CENTERED AT 444358N0844727W (TVC090033) FL400-UNL, 123NM RADIUS AT FL250, 111NM RADIUS AT 10000FT, 78NM RADIUS AT 4000FT AGL, 42NM RADIUS AT 50FT AGL. DLY 0401-1159 1907170401-1907181159 ZSE SEATTLE (ARTCC),AUBURN,WA. [Back to Top] !GPS 07/125 (KZSE A3556/19) ZSE NAV GPS (NTTR GPS 19-10) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 377NM RADIUS CENTERED AT 371416N1155125W (BTY046050) FL400-UNL, 319NM RADIUS AT FL250, 256NM RADIUS AT 10000FT, 218NM RADIUS AT 4000FT AGL, 183NM RADIUS AT 50FT AGL DLY 0400-0800 1907170400-1907190800 ZSU SAN JUAN (ARTCC),PR. [Back to Top] No active NOTAMs for this location. ZTL ATLANTA (ARTCC),HAMPTON,GA. [Back to Top] !GPS 07/133 (KZTL A0250/19) ZTL NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 262NM RADIUS CENTERED AT 310535N0930350W (AEX250031) FL400-UNL, 216NM RADIUS AT FL250, 145NM RADIUS AT 10000FT, 101NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL 1907201500-1907202300 !GPS 07/107 (KZTL A0246/19) ZTL NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907191500-1907191800 !GPS 07/103 (KZTL A0245/19) ZTL NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907181600-1907182000 !GPS 07/084 (KZTL A0243/19) ZTL NAV GPS (FTPK GPS 19-48H) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 263NM RADIUS CENTERED AT 310535N0930350W (AEX 250031) FL400-UNL, 217NM RADIUS AT FL250, 146NM RADIUS AT 10000FT, 102NM RADIUS AT 4000FT AGL, 45NM RADIUS AT 50FT AGL. 1907171500-1907172300 !GPS 07/073 (KZTL A0241/19) ZTL NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1700-2300 1907201700-1907212300 !GPS 07/067 (KZTL A0240/19) ZTL NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. 1907221700-1907222200 !GPS 07/061 (KZTL A0239/19) ZTL NAV GPS (CSG4 GPS 19-02) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVBL WI A 400NM RADIUS CENTERED AT 304514N0802321W (CRG072063) FL400-UNL, 352NM RADIUS AT FL250, 286NM RADIUS AT 10000FT, 241NM RADIUS AT 4000FT AGL, 180NM RADIUS AT 50FT AGL. DLY 1200-1500 1907171200-1907191500 ZUA GUAM CERAP [Back to Top] No active NOTAMs for this location. ZWY NEW YORK (ARTCC-OCEANIC), RONKONKOMA, NY [Back to Top] No active NOTAMs for this location. Number of NOTAMs: 72 End of Report

GPS distance, after all it's a GPS. There isn't also a DME in the box. Sent from my iPhone using Tapatalk

Actually the answer is spelled out in section 2 of your POH. The supplement for the Rocket doesn't really change anything. If you don't see it, let me know. Sent from my iPhone using Tapatalk

Clinton at CustomAircraft does awesome work - you won't find any better. The best part for me is that they are local to me. But I don't typically rave about them here because they gave up there repair station status some years ago when the FAA demanded their repair stations to physically separate premises used for experimental vs certified work. Most could not afford the added overhead. So you can't get FAA return to service paperwork back. I've never found them to be expensive though; especially for what they do. Sent from my iPhone using Tapatalk

He certainly doesn’t need a second inspection. The “inspection” part is complete and payment is due - so nobody should be considering paying for another inspection. Just for resolving the remaining unresolved discrepancies per the inspection. What you need to understand is once the inspection is done, the IA is obligated by the regs to provide the inspection log book entry. If he can’t sign it off as airworthy he is obligated to sign it off with a list of discrepancies which can be resolved by any A&P. The IA knows this and he also knows if Santos calls the FSDO about him refusing an inspection logbook entry then his FSDO PMI will be promptly calling him. An inspection can not be undone, it can only end in one of the two ways discussed above with either an airworthy return to service signature or a list of discrepancies. The list is his easy way out, especially now that he has a second opinion A&P saying it's fine. Other than discussing M-0 Diff compression inspection with him, I wouldn't waste anymore time on him. Sent from my iPhone using Tapatalk

Have you discussed Continentals documented procedure for the differential compression test with your mechanic; as previously specified in TCM SB03-3 now superseded by M-0? That should be enough for him to sign off on an airworthy annual. But if he still won't budge there is an easy solution; especially now that you already have a second opinion. 1) ask the mechanic to sign off on your annual inspection with a list of discrepancies. He should give you log book entry that reads verbatim with 43.11 (5) that will say he gave you "a list of discrepancies and unairworthy items dated ...." rather than the more common entry in (4) that just says "was determined to be in airworthy condition". The list of discrepancies is not in the log book entry but a separate piece of paper handed to the owner/operator signed and dated by him. 2) Now with your list, you merely need the second mechanic to sign off on each item in his list using a "maintenance" log book entry per 43.9 . With each item signed off with whatever actions he took, your annual is now complete! Since you already have a second opinion from an A&P, all you need is him to document with a maintenance entry in your book behind the annual inspection. This procedure is how an inspector (IA) just does the inspection and then you have one or more other A&P's correct the discrepancies, and this is the preferred way to resolve exactly this kind of issue you are going through. In summary, you DO NOT need him to sign off on an airworthy inspection. Just have him sign off the annual inspection with a discrepancy list and use the process I outlined above to resolve the list of discrepancies and then go fly your plane. This is how we keep anyone from holding your plane ransom with an annual.

I can share what I have seen work in my area. I work with probably the largest non-profit non-equity club in the country and also instruct for some equity clubs and have also worked with small non-equity clubs that aren't really clubs but rental arrangements. I have only seen equity clubs share fixed operating expenses via monthly dues, non of the non-equity clubs have worked that way. I've seen two approaches to the non-equity side. First and most common for an owner adding a non-equity renter is to have the renter pay the their fare share to be covered for the year or remainder policy period. Then the hourly rate reflects a pro-rata share cost of the fixed and hourly operating cost. The obvious reason for not putting all the fixed cost expenses into a monthly dues is that majority of renters will not want to pay more than their equivalent share based on hours operated. Splitting all cost equally when the operating hours are far from equal isn't a popular approach. So instead all clubs I know have very limited monthly dues. The exception is equity owner partners that are buying an equal share in the aircraft and expecting to get an equal share in access to the plane. But even that doesn't appear to be the norm for equity partners either but not entirely un-uncommon. You most likely don't need to start with a full on club either, which requires much more expensive insurance to allow adding and removing club members with a just a completed club application form. But starting out real small you can keep insurance cost affordable by just paying to add one or two renters as named insured to your policy; paid by the renter. I expect that when you inquire about a real club policy that you'll find the insurance is cost prohibitive until you have enough renters lined up ready to pay it. Starting out small though you should find you can get by with just a few long term named pilot additions that at least insurance cost won't frighten away prospective renters. I've been told different underwriters allow different numbers of limited named insured on a policy but none allow more than a handful till they require a more expensive club policy. If that would work, then you can come up with an hourly rate, wet or dry, to help spread all the plane expenses based on usage.

The above is probably the best you can lean a NA aircraft for takeoff without an engine monitor, but with an engine monitor we can do far better about guessing how much more to enrich or how lean to keep it using the target EGT method described in the referenced presentation below. Keep in mind a great many aircraft are already on the lean side at takeoff at sea level, with corresponding high temps in initial climb. So if you're possibly one of these consider leaning to what is your full rich EGTs at 1000' msl or maybe a bit higher rather than sea level; especially if you don't have low obstacles to be concerned with. But regardless, if you know how to lean by max rpm, tune your leaning using the Target EGT in the take off run and after you have cleared low obstacles to ensure max performance without the guess work. If your just learning how to lean for high DA, you may prefer to give yourself some additional time to adjust by holding the brakes on the runway. See the Target EGT presentation here https://www.advancedpilot.com/tech.html With the vast majority of trainer rentals having engine monitors these days having one and knowing how to use it should be more widespread. But what I see in my area may not be representative of the entire country.

I am pretty ignorant on flutter engineering and curious about this myself, but Mooney doubled the weight on the control weights on the 252 to Encore conversion, (on pretty much all but one of two rudder weights). But it clearly wasn't done in response to increased airspeed but for an increase in 230 lbs gross weight. On the other hand Mooney engineering, in re-examining flutter resistance with more modern tools available over decade later may have just arrived at more fine tuned solution that could be due to other drivers.

When you go to the Encore counter weights, they double in weight protruding much further forward into the wing tips. I had really nice (expen$ive comant) nav antennas buried in my wing tips before that I had to replace with lower profile aluminium Bob Archer nav antennas; which turned out to work fine.

It’s Very easy to trim down to size using a belt sander. But it’s very difficult to drill the holes without cracking the plexiglass. The lens needs to be supported. So I made a mold or plug to fit the inside. Over the years it has saved me a lot of time and saved me from cracking a lenses. Be sure to only use a drill bit safe for plexiglass. A flasher for the recognition lights will prevent overheating and melting the lenses. Precise flight sells one. Sent from my iPhone using Tapatalk

Thanks, This is what every professional has advised me to date and why I don't have an LLC. We do have a trust. But with a Calif $800 annual renewal fee and the added hassles of flying internationally I can only see negatives and no real benefits for having one as single owner flying for pleasure. Far more important to have smooth liability coverage for protection.

Speak to an engine shop for guidance, but I believe you'll learn that you need to replace the thru bolt. They are available in oversize, something like .001", .002" and .005". O-rings aren't allowed on Lycoming thru bolts. Sealant anywhere between the case/cylinder/nut is forbidden since it leads to torque failures. Even paint on the case at the base of the cyl or below the nut leads to torque failures. Be careful since a torque failure will lead to poping cylinders nuts and a potential inflight loss of a cyl. Engine shop should be able to give you and your A&P good advice. Since it leaked on the opposite side, just in case I'll add its critical that when a thru bolt is torqued, it has be properly wet torqued from both sides with 2 people.

All the airports on the list will have density altitude challenges well discussed. But the only truly challenging airport on the list IMO is MMH. I probably have a few hundred landing and takeoff's from Mammoth Airport - all from being a avid skier there and a season pass holder. We even kept an airport car there for over a decade till parking expenses pushed us to move the car down to Bishop. Flying into MMH is easy till you have to go around. The winds, which is the typical reason for going around, will give anyone far greater difficulty on the go around approaching on 27 with rising terrain in every direction on the go. Landing on 27 is definitely preferred, you just don't want your initial Mammoth experience to involve a go around trying to land on 27. Consequently I would advise not trying it for the first time in a NA aircraft without only very mild non-gusty winds. You don't want to get forced into going around. You can pick up the ASOS well before you come in for landing, and if the winds are gusty or with a significant cross wind (typically from the south), my advice is go to nearby BIH ( as Skip mentioned above) which is much lower with 6 long runways and you won't have near as much turbulence MMH is famous more. If you are landing on 27 and it is bumpy with a crosswind, suggest heeding the advice you'll hear on the ASOS to skip the first thousand feet or two landing on 27. There is hill right past the threshold of 27 that when the winds are right can make for a very interesting ride when you are about to flare or thought you just did and surprise! Its easier to land a bit uphill to west on 27 and take off to the east on 9 which is a bit downhill. I'll always take off to the east even with a tail wind since you'll be taking off in the direction of lower terrain over Lake Crowley, winds have to be over 10 kts before I start considering taking off to the west. Most mishaps if not all that I am aware have been with NA aircraft taking off to the east. Even with my turbo, a westerly departure is always exciting since with winds in the mountains there is almost always turbulence and with turbulence your airspeed is diminished which significantly diminishes your climb rate till you are able to get higher into smoother air. With a NA aircraft I would want to wait till a easterly takeoff was safely doable. My personal rule is to arrive before noon or an hour or two before sunset. The worst time to arrive is in the early afternoon but on windy days that window expands to include before noon. Following that rule, only twice in my years of flying in did I have to divert to BIH, and one of those times I was able to get into MMH after just the time we spent to divert for fuel at BIH without any further delay waiting out the winds. The other time, we took the last Inyo shuttle (4pm?) from BIH airport to MMH airport. These were all winter time trips as summer is typically milder with many beautiful wind free days. But should you find the need to divert to BIH, take advantage of the fantastic Thai food restaurant right on the field, and cheaper gas (but consider Hot Creek will charge a county landing/parking fee waived with a small gas purchase ). The only other thing worth mentioning is the Owens Valley turbulence. Its by far the worst turbulence I've ever encountered anywhere but for the most part very predictable and well forecasted in the G-Mets (aviationweather.gov). To fly it safely in turbulent conditions one really needs to learn about predicting where the rotors are and how to avoid them when they're not visible. Easier said than done, but wind direction wrt terrain is just as important, if not more so, than wind magnitude. With nice weather, my most scenic flying ever, till flying in Alaska, has been flying the Sierra ridgeline from south to north at 16.5K heading up to Mammoth; especially after a recent snow dump. The Sierra peaks are spectacular and the Yosemite park area with the glacier polished rock faces just north of MMH is breathtaking as well. Have a great time, we all know you will!