kortopates

Oh sorry, If you calling Leidos or even filing on the internet to 1800WxBrief.com their system will not allow a round-robing flight plan. The way to do this is to ask your ground or clearance delivery for an IFR clearance to your field. That's the way to do it and not uncommon. That way you can do an IFR departure, if applicable, and then onto the approach you want. Adding a copy of the Redbird LOA for the TD/TD2's BATD but the other model AATD LOA is pretty much identical except for models and BATD vs AATD. I teach on the TD2's at the college. Redbird LD SD FMX MCX AATD Revision LOA.pdf

Wish I could read the approach title. But I think I get it, lots of step down fixes. Which makes it perfect for demonstrating VNAV with all the altitude constraints in the flight plan before the FAF (where VNAV ends).

Negative, you can file IFR to the airport of departure just as easily as you could file from a different to airport to the airport of landing. In the air you can always ask for multiple approaches but that's up to them to grant. On the approaches to minimums, I believe your referring to InFO15012 - what constitutes an approach for logging. The Redbird LOA doesn't go into that kind of detail about logging simulator time - more focused on what kind of training it can be used for.

Clearly the nose tire is not flat although the gear does look damaged, but it wouldn't be the first time that a pilot damaged the gear by selecting the gear down lever after landing gear up! Only point to that statement is there are many possible explanations consistent with the FAA Inspector claim that this was a gear up landing, whom I assume had a conversation with the pilot. I wouldn't second guess that determination based on these photo's. That said, preliminaries often get corrected but its usually in the opposite direction since pilots are reluctant to admit they had a gear up thinking incorrectly it will make a difference with the insurance company. Yet the truth always comes out with the submitted damage inspection report.

If your anticipating it and ready for it with some altitude it’s not a big deal. Where it bites is when it catches you by surprise at low altitude, even if you told yourself it’s coming. Over the years from instructing at PPP’s I’ve talked to a couple pilots that ran a tank dry at 1000’ Agl without time to get it restarted except to pick a spot to land and do so. At that altitude most report not having time to spare to attempt restart while maneuvering for an off field landing. Sent from my iPhone using Tapatalk

Not really any debris because the fuel pick up is above the bottom of the tank and why you have unusable fuel. But unlike a carbureted engine, with fuel injection, it’s certainly possible to get air in the line that will create some roughness till it clears. Sent from my iPhone using Tapatalk

How can that be, Mexico has the cheapest fuel throughout North America and Central America? Due to contracted fuel purchases? Sent from my iPhone using Tapatalk

What i don’t get is how commonly people run out of fuel here in the US where there are airports with avgas everywhere for the most part. Leave the US and it’s common to be more than hour if not multiple hours to the next airport with fuel! Maybe that’s the mindset pilots need to be in to stop running out of fuel. Sent from my iPhone using Tapatalk

We’ve had a number of bad fires in our Sierra mountains out west here. Often You can’t top it without hitting the flight levels. The worst i recall was climbing upto FL230 to get on top. Couldn’t do the trip NA. The smoke was too dense that close to the source. Hot smoke from large fires also bring very strong turbulence as i once learned long ago - a never again moment. Just a few weeks ago I was doing some training flights with a fellow mooneyspacer in Iowa and on our way to our destination we starting seeing visibility’s reported less than 2 sm due to the Canadian forest fires. So we diverted to a field with an ILS and shot the approach with 1 3/4 sm. Until you’re in it, or close to it, it’s hard to believe the reported visibility is real looking out the window well above it in clear air. Sent from my iPhone using Tapatalk

You sound like you’re familiar with the area. Although there isn't a reported METAR for RYV, there is for UNU just to north that was reporting low ceiling of 300' OVC with visibility of 5 sm. The new video should a broken clouds on their video too, presumably much later in the day. Do you think the Dodge county wx (UNU) was reasonably accurate for the departure airport RYV?

Agreed, but training has to be on all the available equipment just like a check ride covers all the available equipment with the exception of NDB/ADF (which for most of us is dead weight these days). IPC requirements are based on these basic tenants too - you only get to use the AP one approach of the minimum three. There is certainly no substitute for lack of training and proficiency - they are #1. And also there is no denying that a big part of pilot proficiency in advanced cockpits is buttonology. But I wouldn't be so dismissive about the help a modern AP like the GFC-500 could have had in this scenario in WI - if we assume for a moment it was spatial disorientation. (although there are also less likely possibilities like a beyond limits aft CG from an airplane baggage area loaded with stuff for his summer home) . But the along SD lines, first off, even without the autopilot engaged the ESP would have been kicking in to fight the pilot's over banking past 45 degrees and steep pitch changes the ads-b track shows. That counts for something but don't know if it would have prevented the outcome - the track was all over the place. But I have no doubt that a SD pilot could have survived such a fate by just hitting the blue level button. That too requires some equipment familiarization but an easy action to save an upset we didn't have with the older technology.

No reported metars for the departure airport but nearby UNU showed low ceilings KUNU 141455Z AUTO 00000KT 10SM OVC007 16/15 A2971 RMK AO2 T01610151 KUNU 141435Z AUTO 00000KT 10SM OVC005 15/15 A2970 RMK AO2 T01480148 KUNU 141415Z AUTO 00000KT 7SM OVC005 15/15 A2970 RMK AO2 T01450145 KUNU 141355Z AUTO 00000KT 5SM BR OVC003 14/14 A2970 RMK AO2 T01420142 After it departed 05 and climbed to 2000' it then became somewhat erratic in altitude and airspeed while continuing turn to the west before its final turn north where the track ends at 2400'

The general guidance is installed avionics are generally worth their cost, just not the installation labor. In reality many shops sell the parts at a discount from msrp, passing on a bit of their discount to you, knowing they’ll make it up in labor. So might get a bit of the install cost back that way. But i find it impossible to take a used aircraft price and come up with a component wise valuation that fairly gives a full breakdown. It’s more complicated than that. Sent from my iPhone using Tapatalk

Couldn’t imagine it getting anywhere near that far out of range without pulling the CB first. The ESP will take over per the chart above with just a 45 degree bank and pitch somewhere above 20. You have to pull the CB just to do steep turns and stalls without fighting the AP. Although legacy AP used parts are almost free these days, i doubt it makes economic sense to install a complete used system. About half the cost of the GFC must be labor. My recollection was about 60 hrs and the wiring on the GFC is much simpler with its canbus than the BK KFC-150 which has much more to integrate with. Then when things don’t work perfectly after install, the troubleshooting cost eat up more unanticipated cost. But by far, the best of all the legacy ones will be the KFC-150 or a newer -225. The weak links are their servos. Sent from my iPhone using Tapatalk

What about inspecting it by every 6 months or 100 hrs TIS? That can buy you upto two years: (2) As an alternative to initially removing the v-band coupling from service as required by paragraph (i)(1) of this AD, you may perform the inspections required by paragraphs (k)(1) through (7) or (l) of this AD. Do the initial inspections at the time the v-band coupling would have been removed from service and thereafter at intervals not to exceed 6 months or 100 hours TIS, whichever occurs first, for a period not to exceed 2 years after the effective date of this AD. But if you know the TIS, you can go up to 500 hrs TIS under paragraph (i)

Never used brushes. A solvent sprayer attached to an air compressor hose and a can of spirits is very effective and fast without anything more. Sent from my iPhone using Tapatalk

it’s the recommended way. But also avoid hitting the vacuum pump, if you still have one. Additionally, be sure to follow-up with re-lubricating all the engine controls and applying mouse-milk to exhaust slip joints and wastegate shaft if you have one. Sent from my iPhone using Tapatalk

Yes, larger capacity for the larger capacity calipers. The entire brake system is replaced except for the parking brake. Sent from my iPhone using Tapatalk

Yes, two inner doors are required on both sides to clear the bigger calipers. Sent from my iPhone using Tapatalk

Yes, If you are referring to taking their FIRC. They’re adding more ways of qualifying based on experience. But easiest I know of is doing a min of 5 Wings based Flight reviews to get 15 endorsed wings flight activities. I just renewed a week ago with over 86 endorsed wings flight activities. Sent from my iPhone using Tapatalk

Garmin’s AFMS are all on Garmin’s website. Find the products, such as Gi-275 and then see the associated documentation. If you want your POH to look as nice as a new Mooney, order a new leather day-timer binder with zipper closure on Amazon. Sent from my iPhone using Tapatalk

Go to Mooney.com go to their support/technical page. Look up the correct POH # for your aircraft model/serial # to verify it matches what you have.

Get the Bogert towbar, available from Spruce. By far, its the best one available and won't slip out because it clamps on both side of the nose truss and is light and collapsing - about $250

If you aircraft hasn't been flown in awhile, like for extended maintenance of an avionics' install, you may need to get "refresh" signal sent to your radio ID. You can request this via online or by phone and it supposedly good for the next 3 hrs, so do it just before you aircraft is ready to power up. https://listenercare.siriusxm.com/prweb/autoredirect/app/ExternalKM/help/SupportCenter/article/KC-1960/How-do-I-send-a-refresh-signal-to-my-radio%3F Sometime you may have to a full re-activate if the refresh doesn't do it. Basically this is just like a a fresh new subscription. Garmin has a short publication on how to do this where you go into a menu on the unit your using to manage XM and sit there on that screen while it downloads all the wx products; which from memory took a good 20 minutes or so. But you had to keep it on the one screen till it cycled through all the wx products before you could proceed. My recollection is that re-activate used the same refresh signal request with XM to kick off the process.

I am sure they and the FAA are well aware of the risk exposure and are not asking based on a well reasoned and likely their own insurance. Sent from my iPhone using Tapatalk