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As far as I know they're still selling spatial interiors through Wisconsin Aviation - see https://www.jaegeraviation.com/home I haven't had any recent experience though.

How much does all that weigh? Check your 'buffer' battery capability/capacity carefully because, on the ground when you really need the AC, the engine is NOT going to be running at a high enough rpm for the alternator to help much. I.e. most of that 60 Amps is going to have to come from the battery for as long as you need to startup, taxi, run-up, and wait for release. Also, I'd be very careful with tying in a non-aviation electrical item into the aircraft's electrical system (alternator and ship's battery).

Hard to say. There have been changes since I left. TAC Air would have been my recommendation, but they were bought up by Signature bought them. Signature is Signature - great service, but costly. Jet Center has been there forever and they are good people. Modern Aviation wasn't there at all and I don't know anything about them. You might want to look at the roads; access to the south ramp (south of the crosswind runway) is very different than from the north side of the airport. North side has ore local options. Just because of personal familiarity, I'd choose JetCenter. And with a lot of GA jet traffic, I'd avoid Signature. But Id also be checking services and reviews, especially they new folks if the south side works for you.

The trim wheel got stuck in the full up position and required a significant amount of pressure to release it.

Where is the diversity????? Just kidding people relax. Bring the gear up first.

@kortopates, did Paul takeover Bruce’s Interior shop or someone else? Are they still around?

You've got to be kidding. What happens when you raise the flaps? The nose pitches up, which is exactly what we're working to prevent.

Not long ago, this back wall unit was advertised in my FB feed. I thought it was a self contained 24v AC at first and sent it to @LANCECASPER thinking maybe it could be an alternative since PlaneAC is no more. Turned out it was just the head unit part but, it sent me down a rabbit hole trying to reverse engineer the PlaneAC. I've been using the Ecowave Flow 2 and it's ok but, not great. Really, it's only good for the person it's blowing directly on, with 2 people in the plane someone is going to sweat. When my wife is with me, I'm the one sweating. I came across some 12v AC kits with electric compressors, they need 60ish amps at 12v to run, which would be borderline for my alternator however, with a buffer battery I think I can make it work. So I ordered one to work out a prototype and see if it's possible. The condenser is going to be my biggest challenge, the one that comes with it is probably too large...unless I can talk my IA into letting me mount it in the tail and sign it off for me with a 337. I'd just need a couple of small holes in the baggage compartment bulkhead to pass the refrigerant lines through and a new W&B. It doesn't change anything structurally, I'll have a chat with him and see what he thinks. I'd say my odds of convincing him are 50/50, at best but, he can't say yes if I don't ask. If he says no way, then I'll figure out a way to fully self contained like PlaneAC did Anyway, like the Mooney Mover, this will be a share as I go project. It's going to take a little while to work it all out. If anyone has suggestions for a more compact condenser, I'd be interested. Something with double rows could work. This is supposed to be a 10,000 BTU system and this one is actually a heat pump because the cool only was unavailable. Any comments and/or suggestions are welcome.

Arguably if you had raised flaps to take off position first, and tried to retrim that pressure, then raised the gear, perhaps you wouldn't have been in a position to struggle against the full pitch up moment of retracted flaps with no functioning trim and at the higher airspeed due to retracted gear. I'm basically a baby compared to your experience and so obviously no one should listen to me and perhaps I too will learn the same lessons as you have and changed my ways someday. But I've done several go arounds already, the way the POH says for my Bravo, and found that to work out well. So I'll stick to that, if nothing else, due to the law of primacy. I also think my arguments why raising flaps to take off first hold water and it's perhaps the reason why POH was written this way. To repeat, the moment is less at slower speed, and more gradual when flaps are reduced in stages allowing time to retrim the pressure, the gear staying down longer provides a safety net if an inadvertent touch down happens when performing the go around late, and finally flaps TO and gear down is the takeoff configuration in which my plane can climb above obstacles. This is probably the most important point. I brief the go around sequence before every single landing, always.

@Brad Reid If the system will engage with FD and ALT hold only and when selecting a lateral control mode like heading, nav, approach the system disconnects. I would check the compass valid input to the computer. If the compass valid fails and you have a lateral control mode selected it will instantly disconnect the system. It will not allow you to engage the system with a lateral control mode if the compass valid has failed.

So you are not depressing the brake, but what about the rudder? If you are approaching with rudder input to correct for crosswind, but fail to neutralize rudder input prior to the nose wheel touching down, the plane will inevitably depart the centerline, possibly with noticeable enthusiasm.

Very happy with mine, installed well.

The 8 second ride thing is real if the nosewheel isn’t set up correctly. You can also get lots of slop in the steering over time. This made the steering on my F feel “loose” or maybe it “wandered” a bit but it didn’t “dart”. Sloppiness is usually worn bolts/bushings and you can see where with it up on jacks. Lie under the nosewheel and turn it slowly back and forth see where. If it’s really darting, check the link @MikeOH posted. I would do that pronto as people have gone off the runway with that one.

Which FBO would be your choice at KAPA?

whoever is interested in trials and tribulations send me a PM with their phone #

No, but interested in learning about other experiences.

SERVICE INSTRUCTION M20-88A

I would very much like to know more about this.

My information is old - I moved away from there 13 years ago. In terms of distance, if your location is near DEN, like the hotel parks just southwest of the airport, KCFO is closest, but I'm not sure of the availability of services like car rental or Uber. It's also the most rural so January weather could be a consideration. Next closest is probably KAPA where I was based for 20 years. If I was flying there, it would still be my first choice. Definitely busy (one of the 25 or so busiest airports in the US), but that also means plenty of options for services.

@PeytonM Thinking through this a bit more. If it were to happen again and you can confirm the G5 is good you might consider pulling the breaker to the GSU 25. That would force a reversion to the G5 ADAHRS and keep your G3X display. The issue with doing this is that the GMU 11 (magnetometer) is on the same circuit as the GSU 25 so your heading would start to drift. Resetting the breaker of course will bring both back online. Having said that you had the AHRS REVERT advisory indicating the switch from the GSU 25 to the G5 had happened. Cycling the breaker for the GSU 25 would allow you to reset it while retaining the PFD with valid ADAHRS data from the G5..

CFO is less busy than the other airports around Denver mostly training traffic not much jet traffic. Coming from the east watch for the tall towers. Call an inquire about hangar space as January can be a snowy, frosty month. CFO is close to Den but a closed road causes a big detour. Perpendicular runways often helpful on windy days.

Nice find, @MikeOH But I had to laugh at "if it darts, usually to the left, it's not right."

The Eight Second Ride: https://web.archive.org/web/20190207032823/http://donmaxwell.com/the-eight-second-ride-sb-m20-202/

Yes, long story, uninstalled the system and got a refund

On landing roll out my M20C starts to swerve wildly after touch down. It almost took me off the runway ( to the left). At first I though it was me accidentally hitting the brake. I made a conscious effort to make sure that was not the case today. Takeoff doesn't seem to do it as badly, but there is some instability as speed picks up. I have thought about maybe a brake pad dragging on the disk, but the brakes seem fine. Any ideas what maybe causing this? thanks much.