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all pages that have information about the KAP 150 autopilot in the GI 275 Part 23 AML STC Installation Manual, 190-02246-10 are here GI 275 - KAP 150.pdf

Here is a link: https://static.garmin.com/pumac/gi275_autopilot_compatibility_c.pdf

Remember mooney back when the 252 first came out, they thought 420 degrees was a cool running engine! And compared to the GB engine it was but we now cringe at anything over 400 degrees. They just didn’t know what we know now through better instrument testing. also peak tit was only for 65% and below. I think the 75% power poh chart is running richer than peak tit no? Or the tit would be past 1650 especially the 78%hp setting.

I read somewhere that most other plane manufacturers have the tsio-360 at 220hp and mooney had continental setup the tsio-360mb as a derated 210hp engine and that is why the poh has a 78% hp power setting as that equates to a tsio-360sb 75% power setting for cruise. i find in my tsio-360mb engine that rop i run up against cht personal limit of 400 degrees and lop i run into tit personal limit of 1550 degrees. And if i try to go deeper lop so i can cool with more air as i increase fuel for hp i run into roughness issues. I have since backed off my tight limit of 1550 to allow up to 1600 tit noting that at above 1600 seems to be common tit temperature creep up and thus i really have to monitor closely to the point i keep 1585 my new maximum. This gets me close to 75+%hp i liked one mooney driver’s quote. As a fail safe 2500/25”/10ff will work at all altitudes. And he flew in the fl’s alot. my typical cruise is 2300 to 2400 28” to 32” and 10.0 11.5 ff to keep cht below 400 tit below 1600 and smooth running cowl flaps closed. Only when isa is +10 or greater do i have to start opening cowl flaps to offset the higher temps. one interesting observation i have seen my CHT’s run cooler at 28/29” compared to 25” enough to make note of it as it’s counter intuitive except to say i heard mooney designed the induction system optimized for 28” not sure if that is folklore or true.

What are you using for fuel flow readings? my stock fuel flow meter is .8 gallons more than actual. When i got my jpi to read fuel flow also i used it as changibg the “K” factor is software where as the original would need me to flip some dip switches. I calibrated the jpi by running one tank dry in flight, land add 5 gallons to that tank. Reset the totalizer, start up and fly on the 5 gallons. When engine runs out note what the totalizer shows and adjust accordingly. I have mine down to .1 accuracy now on my jpi but my original show .8 per hour over so i use the original for flight planning purposes but use the jpi for leaning purposes.

Can you post what the fix was? Curious minds want to know.

Be glad you were not around north of dfw, denton area a 6pm denton airport received 75 mph winds in front of a storm and wreaked some parked planes. Our runway was closed this weekend for resurfacing and i almost preposition my plane to denton so glad i did not! https://www.wfaa.com/article/news/local/hangar-multiple-airplanes-damaged-storms-in-denton-officials-say/287-01451fe0-02de-4393-bef4-95d8b86c9f9a

Fair enough. Just frustrated. Sorry Eric

https://www.dropbox.com/scl/fo/v5htpg56mo4smumeulxxf/ABkeXx0_cIr6Co371xzlSHg?rlkey=7rvebe53si4h88tquenz13h7a&st=bq1hhhoi&dl=0

I went around looking for some first-hand experiences with 100R. This thread has some mildly interesting feedback, including the apparent fact that the Swift fuel uses no aromatics (which I guess is the source of most of the materials incompatibility issues with G100UL). https://old.reddit.com/r/flying/comments/1h3zdfy/100r_smells_weird/ At this point, “different from G100UL” seems like a key measure of success. Both for certification and formulation.

Thank you

yes! do you have a link for the stl file? thank you!

Mine has a speaker, and two sonalert (gear and stall). The front is hard wired and the plug for the rear lights.

I just dropped my plane off at Barber aviation at KMAE at the recommendation of a friend that owns a bonanza. I'll have to report back on how it goes, he says they do great work, just not fast work, so we'll see. The owner/AP seems like a good guy though and they have a decent sized space.

you are underestimating the barriers to entry

I am so asking for one for christmas when my J arrives.

I would not know where to start on such a search. I'm not sure such even exists. Having said that, I would speculate that many of the ground up restorations were done without benefit of plans, or instructions.

You mean this? It has fans and a power pocket for voltage converter.

Near as I can tell, fuel tank access panels are pn 210099-1. Same part number top and bottom access panels. Same part number in the mid-60s IPC, so there should be some available through the salvage yards, for sure.

Nice success story! Who says you can't get field approvals?

Hard to know how many new topics and posts there are each day, but whatever the number, most people cannot read them all. So if you want to get Jerry's attention, give him a ping like this @Jerry Pressley. He will get a notification. Other posts above also suggest sending him an SMS message.

Not great but that's a story for another time. Still trying to get it home. Also in the headliner I saw those pics on first post. Did they show where the horns and speaker and two lights go? That's all I saw on the cannon plug was 2horns 2 lights and a speaker. Did I get that right?

All true, and it’s not good for ga, I agree. However, if nobody else can enter the market and charge a lower price, then they must be charging the “right” price. We can complain, but what is the solution? Price fixing won’t work either. If it gets high enough, someone will enter unless ga is dead by then.

Hadn't crossed my mind, but that would indeed solve the problem. Any idea on the part numbers I'd need? I've got an old parts manual, but it's kinda useless