Hector

Two thumbs up for Hector. I followed this advice and felt like it made the Accuflite go from "eh... close enough" to "I can relax and concentrate on something else." Glad it helped. Just passing on a tip from a fellow Mooneyspace member and Brittain AP guru (Mike, "N601RX") who gave me the same tip years ago and helped me through some Brittain issues. That is what makes this place work!!

Alex, where is your plane now (which air park) and where is home when you finally get this all done? I know this has been rough but keep at it. Future annuals will be much better now that you have fixed the years of neglect. Love your paint. I'm at Craig airport in Jacksonville. Sounds like you are near.

Unbelievable....he still has both legs. It looked like he might loose one or both a few times.

There used to be someone here that would do a card exchange for around $50. I tried emailing him and got no reply. I now have the Skybound adapter but single updates are almost triple the price.

If you have an accuflight I might be interested

I would also highly recommend that you take the readings from skew-T between departure and destination and curve fit a polynomial equation to properly project cloud base/tops along your route [emoji3] if that's too much trouble just screw it and go!

I agree..Before pulling the trigger on anything I really want to put my Brittain through the paces and make sure it is dead balls on accurate just following a heading. I use it often, but it does require correction occasionally with fuel imbalance and stronger winds. I cut it some slack because the precision was not required as it is with IFR. Just seems to take time to settle in before following a semi-tight course(and I understand that is how the system works). I sometimes wonder if it's just older technology. This is in contrast to my STEC 30 Alt Hold. It picks up solid and works perfect, no deviation. I've used the Brittian pretty regular over the past several years and I know all the servos etc are good. One was recently (last 6 mnths) serviced and the others checked. I guess I just have some apprehension about the older ( but still valuable and working) technology. If I was not pursuing more training and the opportunity was not there regarding the refinance of my bird I would leave well enough alone. I think my mistake was by flying with one of the other guys on the field and watching his AP couple up on the approaches making life easier. Made my system look kind of antiquated. We later tried a few approaches last week in mine and I was a flying train wreck trying to get lined up at my entries at the correct altitude while using my existing system...The fact he was not familiar with IFR procedure on my GTN750 and I'm still learning IFR procedure and data entry into it probably did not help, but it was pretty ugly regardless. Lots to think about.. Thanks for the suggestions [emoji4] -Tom If you want your accutrack to stay glued to the magenta line set your GPS to .3 mile full scale deflection of the CDI during all ops. This is a setting in your GPS. Set the accutrack to high sensitivity and it will follow a tight course glued to the magenta line making corrections at the slightest deviation from the track.

Very nice job of documenting this process!! Please continue. I had not considered doing this myself but I'm rethinking that. A reseal is not too far in my future.

I like it either way, left, right, belly or not. Put it for vote but I'll buy whatever we collectively decide.

Hector, thanks for confirming I wasn't just imagining that for-sale post. Absolutely no hard feelings about you snapping them up. Do you recall if the seller got them from Plane Plastics? I can attest to the fact that plane plastics does not sell the vents. He did not say and I did not ask. They looked like brand new parts but I don't know for sure.

The EFIS-D10A is quite capable unit! It has plumbing for static, pitot, and AOA probe. Also has hookup to OAT probe and remote magnetometer so it can display airspeed, altimeter, magnetic heading, turn rate, g-meter, winds, density altitude, true airspeed. Backup battery is optional as well as the OAT, AOA, and magnetometer sensors if you don't want density altitude and TAS. It does require a GPS antennae as the attitude indicator logic requires airspeed input but if that has a blockage and stops working it can continue working based on GPS derived information. All the other instruments must remain in place. Only the attitude indicator gets replaced, but it makes for a wonderful backup for all the other stuff.

Vance, I bought the set of 4 that were on sale here a couple of weeks ago. All four of mine are in very bad shape or I would let you have one. I have yet to replace them. After looking at the task I thought it might be best to tackle it during annual.

Not sure how Hector found out, but... I tested my C's both position during a demo flight. I taxied quite a distance to find that there wasn't a both position in a Mooney. There are supposed to be detents that would have given a hint. But there weren't any of those either. Best regards, -a- I flew down to Miami (KTMB) for the weekend and while tying down the Mooney after fueling I noticed a fuel drip from the fuel pump. About a drop every 8 seconds. Made a mental note to send the pump in for overhaul when I returned home next day. Not wanting to let the plane sit overnight dripping fuel I placed the fuel selector valve in the off position thinking it would eventually stop dripping. Early next morning got to the airport, did a quick preflight (did not pull the ring to check the sump nor checked the position of the selector valve) jumped in and started the engine. Within a minute or so I had the ATIS and was calling ground for taxi instructions. Started taxing out of Landmark when the engine quit right at the entrance to their ramp blocking all traffic. Checked the mixture, turned the pump on (which sounded a little strange with no fuel), hit the starter.....nothing. Now the ground controller is asking what's going on and I have no clue. I'm thinking there is something wrong with the pump because it's making a different noise than usual. Go through the starting checklist again while watching the Landmark guys approach ready to tow my ass out of the way when it finally clicked and it all made sense. With the fuel selector valve now on the engine started with no problems. The main lesson learned was nothing about the selector valve, but how a hurried, half-ass preflight inspection lead to a problem than under different circumstances could have cost me a lot more than some embarrassment. Also, if you are going to use a checklist, you must read it "deliberately" thinking about each step and not just go through the motions.

You must have some seriously long arms! He needs long arms to properly embrace his ladies [emoji3]

It is spring loaded. Just pull up (it takes some force) and hold it for a few seconds. Switch tanks and repeat. You should do this as part of your preflight.

I can't top the 5hr mark because I have a C. I have done many 8 to 10 hr days and I agree, all my headsets have been brutal that long. I was skeptical of the Halos because I thought they were the ear bud type. I hate earbuds, but I see they uses a ear plug and a tube. Before they days when headsets were common my dad had a contraption from Telex that had a single speaker and surgical tubing going to ear plugs. He love that set up. I'll be buying a set a Halos as soon as they have them back in stock. Dan Hey, I still have a Telex. Unused for the last 25 years or more. Was going through some old crap in my closet a few months ago and found those. Bought them because they looked cool but absolutely worthless in a noisy cabin.

I make it a point only to frequent an eatery that has a fence around it. Once they stampede it can take hours to round them up. You crack me up!! I'll be there Thursday through Saturday.

Very nice indeed! Congratulations. I hope it brings you as much joy as my 67C has brought to me. Wonderful birds.

Excellent description and it could not have come at a better time. Mine are due for replacement!!!! This is something I have not done myself so I was starting to read up on it. Your photos and instructions are clear and exactly what I was looking for. THANKS.

Good Job. You flew the airplane which is what you needed to do. I guess there was no damage to the door. After reading several episodes of this in Mooneyspace I now make it a point to check the baggage door as the last thing I do before I climb on the wing to get inside the Mooney.

Most critical hardware in my engine compartment get a torque stripe. I look for the torque stripes during my preflight inspection.

My hangar neighbor (directly across from my hangar) did a vinyl wrap on his RV6. From 30 feet away it looks pretty good and you can't tell it's not paint. Once you get real close you can tell the difference and I'm not so sure it's all that great. Frankly, I would prefer real paint, but the cost was around $6K to do the whole RV so it might be worth considering.

Hector will sell you a nice leather one for about $50. http://aerocomfort.com/mooney/ No I won't. Have no idea how to make one those......never mind, your talking about my cousin.......[emoji3]

Been there often. Very nice folks and excellent facilities. Close and convenient to Lakeland. City operated FBO. My sister-in-law is based out of there and my wife and I fly in often.

Oscar has a C that travels far too. I think he has used a 20 gallon ferry tank/bladder. For the VERY occasional long trip it might be an option? Might want to do a search or pm him. Sent from my iPhone using Tapatalk