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Looks exciting! Not sure what's going on with his track reporting.

Can you elaborate? I was under the impression that a field approval would be needed for installing on my F.... If I can avoid the FSDO, then I may go ahead and order one up....

I just hate to come down from the teens and have to climb back up again. My SO is not happy with the solution, but accepts it. We found a silicon funnel on Amazon that works better. Still use the Travel Jane as receptacle.

I suspect that there is a 3D print file for the wheel part.

I would suggest leaving the end either just a hole or completely unfinished so that any vent could be used, like the following: https://www.amazon.com/EATAKWARD-Universal-Shuttered-Dashboard-Replacement/dp/B0DPYHGMWM

Are you flying an FD without an HSI?

The rule of thumb I have heard is a minimum of 5% under your resting sats on the ground. But you are very right about different people. I have told this before, maybe even in this thread. But one flight I had to go to 14,500 in a C-182 with two pilot friends to get over a ridge of clouds. I was fine in the left seat. I noticed the pilot flying from the right seat under the hood (CFII practice) started to have his head move around a good bit and he was not as sharp on heading and altitude. I turned and looked and the other guy was out cold in the back. We crossed the clouds and descended to 10,500 and both were fine.

Agreed. I keep mine pretty full. But I have 104 gallons (252 with Monroy). But with the Encore upgrade I can carry full fuel, two people and some luggage for a weekend.

Agreed. Unless you have a lot of places you want to go or have a mission such as Angel Flight or Pilots n Paws. But even with a fun plane, how many hours can you do in it? BTW, I have an acro plane as well as my Mooney. I do fly the Mooney more.

How might consider enlisting a few others as mods to help do some of the grunt work.

My house (not in CA) is insured for replacement value, but there is a limit to the number, like hull insurance on a plane. They won't just cover any amount.

Agreed. A good paint person can fix it so you can't see it. And it shouldn't cost much at all. And I agree, that this is not acceptable, that the shop should pay for the fix.

Yes, I do have vacuum speed brakes. It goes towards center of fuselage and towards the general area where speed brakes are located on the wings.

Varies by company, but a couple commonly seen ones: If cost to repair plus salvage value is greater than the insured value, it's totaled. If cost to repair is 70% or more of the insured value, it's totaled. When determining salvage value, normally the adjuster asks for bids from salvage companies.

@FLYFST With Century Flight Systems being out of business the support for Century autopilots systems is dropping off pretty fast unless someone has a supply of parts. The problem with the Century 21, 31, 41, and 2000 is there are not many used units and some of the parts I could only get from Century. For example, if it is an altitude hold issue with the Century 2000, I have no new transducer parts and no new board assemblies with the revised alt hold transducer. I have fixed some for other customers but I had to have a working parts unit. Some times you can get lucky and find a unit on eBay or a salvage yard. However, the C2000 is voltage specific and there were several revisions to the board assemblies. What issue are you having with your C2000 system?

Flightaware shows successful arrival in Greenland. Good luck and Godspeed!

Currently on the crossing. Track my ident CGJOG or my inreach here https://share.garmin.com/TylerG

The aforementioned zip-tie fix notwithstanding, mine did require an overhaul last year due to the pilot-side one eventually deciding to quit working, and even afterward, it still intermittently refused to retract normally in cold weather--forcing a breaker pull to disengage the clutch so the springs could slam it down. Apparently, the problem was a bad microswitch, which Precise Flight fixed as a warranty repair after their overhaul. It's still summer now, so I guess we'll see if that completely fixes the problem come winter again.... --Up.

Does this work work over water? what call outs can it make, or be programmed to make?

HolyMicro, an aviation safety equipment manufacturer, has announced a major enhancement to its SkyVoice product line with the upcoming release of a new 1000ft range version of its popular SkyVoice Alert system. Building on the proven capabilities of the SkyVoice Alert 500, the extended-range version is designed to deliver heightened situational awareness for general aviation pilots during critical takeoff and landing operations. The current SkyVoice Alert 500 utilizes a 590ft range LiDAR to precisely measure Above Ground Level (AGL) and during takeoff and landing operations. This system provides crucial "Check Gear" warnings from 560ft AGL until the landing gear is down and locked. It featured proximity-based gear warning system. Pilots can customize audio announcements at various AGL altitudes, including 500, 400, 300, 200, and 100 feet, with the option to include personalized reminders. For a smooth and safe touchdown, additional precise callouts are available at 70, 50, 40, 30, 20, 10, 5, 2, and 1 AGL. The SkyVoice Alert 500 offers a comprehensive suite of customizable reminders, including: : Checklist, Check gear, Clearance, Flaps, LC GUMPS, Prop, Pump, Speed, Check FF RPM OP MP, Check Fuel Flow and Check Power. It also gives elapsed-time based reminders like Check Tank, Check Fuel, Check Carb Heat and Check FF RPM OP MP. All of HolyMicro’s aviation safety products—including the SkyVoice Alert, the SkyVoice Glassy Guide for seaplanes, and the Absolute AoA System—are FAA-approved under the NORSEE (Non-Required Safety Enhancing Equipment) program, making them eligible for use in a wide range of general aviation aircraft without complex certification hurdles. The SkyVoice Glassy Guide 400 is a RADAR-based Takeoff and Landing Height Announcer specifically designed for seaplanes and amphibious aircraft, delivering accurate AGL readings over both water and land. It provides a RADAR range of 450 feet and includes up to 4 gear reminders. The system offers the same customizable voice announcements and reminder features as the SkyVoice Alert 500. Portable version is also available—it connects via Bluetooth, runs on a rechargeable battery, and has the same internal hardware as the certified unit. It’s easy to test in different locations before doing a permanent install. The Absolute AoA System In response to the FAA's SAIB: 2024-07, this NewGen solution provides accurate Angle of Attack (AoA) for all phases of flight. Unlike traditional single-sensor differential pressure systems limited to near-stall warnings, the Absolute AoA System delivers reliable AoA information for climbing, cruising, and landing, unaffected by density altitude or weight/loading. It enables pilots to fly for all V speeds, including Best Glide (Vl/dmax) and Carson Cruise (Vcc).

Thanks. Done

That is definitely the vacuum driven speedbrake cable

All I know is that the adjuster claimed to be quoting company policy. I mean really, if you think about it, why would it be in the company's long term interest to jack up the rates for a claim that was not the customer's fault. It's so easy to change insurance companies. Also, I asked Parker for advice before filing the claim and he said, "That's what you buy insurance for and they aren't likely to raise your rate for that." Everything I've read indicates that insurance companies don't make money on single engine airplane policies. Too many crashes. I'm just happy I can buy it. A friend is selling his YAK-9 because he cannot get insurance to race it.

Nor do I believe everyone is a liar; I don't think your adjuster was lying, he may well have believed your premiums wouldn't increase. My point is that he really didn't know for certain; not his job. I think we're getting off track. The original issue is if filing claims with YOUR insurance, for something NOT your fault, would increase your premium more than it otherwise would. Interesting debate, but I don't think there is any way to prove it either way.

@Parker_Woodruff can you weigh in on the repair cost as a percentage of hull value that will trigger scrapping the airplane?