kortopates

Of course there is no ADS-B lightning strike data available yet, but as mentioned their is talk of adding it and has been for a few years. And although a spherics device is the only true real time device I surely would not discount the 5+ min delayed XM and WSI strike data as "useless" any more than the 15 min NEXRAD data. Yes, one should know better than try to rely on for it tactical usage. But it has very valuable strategic usage to those of us on longer cross country flights. For instance, my WX-500 helps ensuring keeping a healthy distance away from any nearby storms, while my XM is showing me the big picture out several hundred miles which allows me to deviate around large disturbance areas before I ever get that close and have to make much larger course deviations. Without the XM lightning data I would have no ability to distinguish convective weather from non-convective at a distance till I got close enough to see it with my WX-500 within a reasonably accurate range (which frankly isn't that accurate at all). We really don't have the technology in our GA planes for real tactical avoidance but we do have some awesome strategic tools; at least compared to before satellite based NEXRAD and lightning data in the cockpit.

NOAA only makes the cloud to ground data available publicly for redistribution. The data we have access to in the cockpit is limited to cloud to ground strikes. It all stems from the public domain data NOAA provides that is redistributed by NOAA and to us in the air by Sirus XM and WSI. It is quite interesting how Vaisala has been working on adding cloud to cloud strikes (or strokes as the scientific papers refer too).to their NLDN and although as you said, NOAA has access to this. NOAA's access is limited to internal forecasting use and NOAA agreement forbids them from sharing this data real time outside of NOAA and the military A little reading on this reveals that its actually quite difficult to accurately map cloud to cloud strikes compared to ground strikes. Vaisala reported only 50% detection efficiency in 2015 and the more public Blitzortung.org group that can't distinguish between intra-cloud and ground strikes also echos that. So currently the real time public domain NLDN that's available to us in the cockpit remains to ground strikes only. see https://my.vaisala.net/en/press/news/2017/Pages/Page_2096429.aspx http://www.nco.ncep.noaa.gov/sib/restricted_data/restricted_data_pmb/lightning/

What real time lightning data source do you know that includes more than cloud to ground data? Sent from my iPhone using Tapatalk

Great to see. But lightning, if and when it's included, will still be limited to ground based strike's. Sent from my iPhone using Tapatalk

i certainly understand that, but NEXRAD radar through XM or ADS-B FIS-B do not include lighting strikes. XM does include lightning strikes with their higher end packages but keep in mind they only include ground strikes and none of the more common cloud-to-cloud strikes important in developing convection.

Neither is touch screen only. The GTN has a knob just like the older GNS series so you can use either.

I don't know - the jack is just the first step and lots of things can go wrong leaving the plane unsecured on single jack; especially on a ramp. Sent from my iPhone using Tapatalk

There has to be a major error here. Typical mid bodies are in the low to mid 40" cg. Go through the superceded W&B and Iam sure you'll find the issue. Pretty crazy if it's been being flown since importing without a valid W&B, so glad you're helping the owner/pilot out. Sent from my iPhone using Tapatalk

As@Bob_Belville suggested, after you verity it's the unit, send it to L3 for servicing. But if you have a compatible MFD or GPS consider putting the repair cost towards a WX-500 integrated solution instead. That will allow displaying it's output in combination with XM or FIS-B nexrad etc Sent from my iPhone using Tapatalk

Define extra segments? All I can tell is it looks like it has a burned out segment for the 4 in what might be 346 or worse if it should be an 8. But display issues like missing segments are not field repairable. But if it was me, i'd find another location and upgrade to the 830 before fixing the display. Incidentally, most display issues are caused from over tightening the attach screws. Sent from my iPhone using Tapatalk

Not really, I don't believe their will be any hard cutoff. I expect there will be plenty of overlap to give people choices. It's going to take time, but they have the interest in glass equipped Mooneys which are plentiful. Hard cutoffs like that would be unprecedented with Garmim. Sent from my iPhone using Tapatalk

My thinking is that it boils down to what you want for primary instruments. You either are happy with a dual G5 or you want real glass in the form of G500, txi or Aspen. That's what will determine your AP options. I don't believe for a second Garmin won't address both needs. But sure, it's going to take some time before Garmin starts providing overlap in choices. But There are many many glass installs in Mooney's which will require the the GFC600; mostly K's and up but as also J's and some older models. Of course I don't have any inside information, just speculation. Minor point about the GFC500, but note basic pricing does not include the unknown cost for adding or replacing your current manual/electric trim or even the magnetometer. It only has one pitch servo. It's cool though that they say they will address that with an optional add on. But that would be a show stopper for many otherwise since it would be like the trainer APs used on the C172's and PA-28-xxx. Sent from my iPhone using Tapatalk

For sure the older BK AP's are very expensive to maintain. I just think the GFC500 with a pair of G5's might actually be a downgrade compared to a GFC600 and some real glass in the form the of either Garmin G500 or newer txi or even Aspen. It appears electric manual trim is an add on to the GFC500 too. It going to take some time for these to become available to really see their capabilities but it looks to me like that a high performance turbo aircraft is going to need the heavier duty servos' of the GFC600 anyway - but that's only speculation on my part. The GFC700 is an awesome AP and I believe the GFC600 shall be the equivalent AP for the retrofit market. For sure, they'll both add additional new safety features we can look forward too.

Out of curiosity, what kind of AP do you have on your Rocket? Your interest in this one and GFC500 imply it's pretty limited. Not a KFC200? Sent from my iPhone using Tapatalk

FWIW, I'd like to commend you for being really wise about it and exercising responsible good judgement in doing that. Odds were that it was okay, but why risk your life, your family and unsuspecting pax. Heard to many horror stories about owners selling with such things undisclosed. Sent from my iPhone using Tapatalk

Just to clarify: 1) a field Overhaul can include converting your GB to an LB and then the data plate will be modified to reflect that (TSIO-GBcLB) 2) ANY Overhaul done by anyone other than the Factory (I.e. Continental) is by definition a "field overhaul". 3) only a factory "rebuilt" engine can zero the time since New, all others (field overhauls track time since New and zero time since overhaul). That doesn't mean that rebuilt engines come with all new parts though. See https://www.avweb.com/news/maint/182826-1.html Again though, if you don't exchange your GB core for someone LB Overhaul or factory engine, some one, you or the rebuilder, will have to supply the parts that change between the GB and LB. But any body can convert the GB to the LB anytime. I converted my -MB to a -SB at midtime without doing an IRAN or overhaul - just annual. Sent from my iPhone using Tapatalk

Agreed that is not porpoising and easily corrected by just holding the nose wheel off with more and more back pressure (unless there is a stiff crosswind). Plus that will help you slow down faster before the brakes will. Plus the same thing can happen on takeoff if one doesn't use a little back pressure on some of the less than great runways. Sent from my iPhone using Tapatalk

You should since being an A&P as well will give you a major plus. Not only from knowing the systems to a higher level, but also ensuring clients aren't developing bad habits in response to something that is not right about their aircraft - since you'll be better equipped to recognize equipment issues right away. Sure don't mean to imply CFI's without the A&P can't do that, just that A&P CFI are well equipped to do it. Go for it. [emoji846] Sent from my iPhone using Tapatalk

Definitely yes but it's pretty rare and from what I see, pretty limited to lower power settings like in the 60-65% and less range. The experimental guys do better since they have better options such as the cloned Ellison throttle bodies which are almost like fuel injection. But there are some tricks we find that help carbureted aircraft fly LOP by improving mixture distribution. Such as with a touch of carb heat and/or just a slight reduction in the throttle - not to really reduce MAP but to cause some added turbulence in throat to improve mixture distribution. Of course the problem is that the typical carbureted engine has a gami spread of 1.0 to 1.8 which kills running LOP. But with some experimenting you might find the sweet spot to make it work at lower power settings where you don't need to be very LOP at all. Sent from my iPhone using Tapatalk

Actually the big reason why pilots push the nose down is subconsciously in response to the nose pointing up into the sky after an increasing higher bounces off the nose. But of course rather than do that they need to hold the nose back and very possibly add a touch of power if it bounced quite high to soften the next one - as@Bartman just described above. Being right seat, i've saved a number of Mooney's as new Mooney pilots learned this and didn't even realize they were pushing the nose down when they lost sight of the runway with the nose up in the air. This is why as Don says above its so critical to experience porpoising in transition training so as to be prepared for a proper recovery when you may experience it later. Sent from my iPhone using Tapatalk

Nothing unusual about bolting a new prop on, if the crank runout is okay, and ferrying it out after making any temporary gear repairs if necessary. Often the gear just folds with minimal damage and can be flown locked down. But since these repairs typically add up to over $40K+, the first consideration will be if the insured hull value is enough to avoid totalling it. Usually J's are. Sent from my iPhone using Tapatalk

Really looks like a hangar ferry gone wild. I hope it can be undone and fixed with the correct parts. Sent from my iPhone using Tapatalk

Gami's aren't but a gami spread of 0.5 GPH or less is! But if your OEM injectors don't provide you with 0.5 GPH or better spread, then GAMI's are your solution. Don't know what you fly, but most Lyc io-360's don't need them but many to most Continentals do. Measure your gami spread and go from there. See this for more on what it is https://www.savvyanalysis.com/articles/in-flight-diagnostics and this for how to collect the data http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf

Glad your fine and hope you can get back into the cockpit asap. Check with with Greg at Advanced Aircraft Troutdale, OR. They are an MSC that people speak highly of. Also I know LASAR has picked up and ferried many gear up Mooney's for repair as well. So they are worth talking to as well.

It can be done anytime, you just need the parts. Of course its easier to do during an overhaul but you will want to price out the parts with an overhauler for the conversion (which includes a different induction system and other changes) because you will probably pay the full cost of the new parts with a field overhaul and probably not pay anything extra to trade your existing GB core in for factory overhaul or rebuilt. But you'll have to make some inquires to be sure about the actual cost. And perhaps larger overhauler like Western Skyways (perhaps the biggest overhauler in the country) may very well be able to get you the new parts you need as salvaged/overhauled rather than buy new and save you $ too. Intercooler is an independent consideration that won't change a thing.