Mooneymite

Rookie mistake: Asking wife what she thinks about some aircraft "enhancement"!

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7600 would get some attention in the SFRA!

With a tower at FDK, that's the way to go. Let tower coordinate. The problem is worse when you are IFR going into an uncontrolled field. Since you must comply with your last clearance, just switching off freq. and descending isn't a good option without declaring an emergency! Even worse in the SFRA. I'm guessing that the controller will figure out what you did and say nothing, but if there's a deal, you'll have some 'splainin to do. Is it just me, or does frequency congestion seem to be getting worse?

Cell phones work in flight over the ocean? That's news to me. How?

Oh, no! Here we go again.

I just looked at Barnstormers.com and called up all the Mooneys. I was shocked! There are a lot of them for sale. Good time to buy, I guess.

Great! Enjoy.

This was a surprise for the Air Force, but fish strikes are not all that uncommon for Naval aircraft operating low/slow over the water. Sometimes the aircraft scares the fish out of birds mouths, sometimes it scares something else out of the bird.

Actually, I was kidding about bladders. If you only have one seep/leak in the wingwalk, it is relatively easy to re-seal. You may have several years before you need something more done. I'm a big believer in fixing only what's broken.

Bladders! (Sorry, I couldn't resist).

Don't forget updates to airspace. ATL recently had a major change to its Class B. Anyone navigating around it with expired data would certainly have an interesting day. I've noticed significant recent changes in other Class B cities, too. As long as you always cross-check with current sources of nav-data, you can avoid those pesky letters, but at some point the risk/reward scale tips toward having current data. Each of us makes that individual judgement. A private pilot who gets a 90 day suspension can shrug his shoulders, but someone who depends on his ATP for an income will be without a paycheck for three months. Different folk, different levels of comfort.

Exactly. Big picture, the risk is small. However, in the world of FAA legalities, certification, insurance, personal injury and lawyers, complying with your aircraft's paperwork may be significant.

If your airspeed indicator reads about 20 kts high in cruise flight, you can sell it to a Mooney pilot for a lot of money! About $1000/knot is the going rate, I think.

Jose, I think it all has to do with "technical legality". As I mentioned "big picture", as long as you don't have an incident/accident, no one will know, or care. However, should something happen, everything gets looked at under a microscope. As long as you are killed in the accident, you have nothing to worry about.

Careful, or we're going to get into another "virtue of AOA" discussion"!

This subject has been discussed and cussed since Pontius was a pilot! After all the dust settles, it appears that it depends upon how the paperwork for your GPS reads. One size does not fit all. In the "Big Picture", it just makes sense that if the data has not changed, you should be able to use out-of-date data, but Garmin and the FAA are very clever at how they work the paper. Of course, as long as you are not involved in an "event", who cares? .

I'm interested in both, but I generally avoid being in on the "beta testing" of a new product..... Will this material fit all models, regardless of year/series?

I suspect "someone" has long ago figured out how to decode and copy the Jepp data. However, "he" is probably in jail. There's a rea$on that Garmin developed proprietary data protocols.

Sounds like a problem with your nose gear....much discussed on this forum. Do a search.

I probably wasn't clear in my post. Jepp updates include all the changes that have been posted in the up-date period. These may be procedure, or minimum changes, or just some minor editing. The longer the up-date period, the more changes would have to be NOTAMed. While it is true that some FDC notams take a long time to be applied, the theory is that an up-dated data base includes the recent changes. Several ATL area airports had approaches that were N/A'd for more than a year, but they disappeared from the Jepp database even though they were still included in the paper plates. Obviously, ATC could not assign them, as long as the controller knew they were N/A'd by NOTAM. Regardless of all this, the taxpayers should have access to FAA nav-data without Jeppesen inserting itself as a middleman with a proprietary format.

The problem with the long up-date periods is that the chart-notams would take a month to review toward the end of the 6 month period! Most of the time the notams concern some minor detail, but sometimes it is a "really" important change.

Oh, yes! This is a well known and hated situation. I think Garmin got it's business plan from the ink-jet industry. Buy a reasonable priced printer and pay exhorbitant costs for the refills. I discussed this with a Garmin rep a couple of years ago. He let me know that in the future, data cards would be matched to navigation boxes to stamp out the practice of sharing data cards. They are not sympathetic at all. However, Jepp is worse. Ever since Boeing bought Jeppesen, there has been nothing but trouble and expense for their customers. If you think we're getting the shaft, talk to the airlines! The nav-data is public domain. The taxpayers have already paid for it. Jeppesen/Garmin just has a lock on the proprietary format. Here's hoping Dynon beats the daylights out of Garmin and the data-peddlers! Okay.....remember the days when the cockpit was equipped with two VOR/ILS's and keeping the database current entailed buying a set of approach plates? .

Can you post a picture? From what I remember of mine, it is lead-pipe simple. Seems like owner fabricated parts are possible?