kpaul

I have a JPI temp probe and one for my G5s. They are under the left and right wings, mounted into inspection panels.

@Alan Foxhave you chopped up any 67s lately?

A shop installed mine in the tail, Garmin moved it to the wing when doing the GFC500 testing.

I never open my cowl flaps. Well other than for the 30 minute taxi at Oshkosh. I have a third fixed cowl flap and never see Temps that require opening them. But, agree that in the pattern in most planes leaving them open would be more beneficial than harmful.

Ha, I understand. When flying with students and young co-pilots in the Beech 400 and PC-12, they would always land on the side they were sitting on. Darn brain plays tricks on you. For some I would challenge them to land on the other side of CL, usually they ended up right on. Of course a few would manage to line up with the edge lighting. As soon as they figured it out they would end up in the other seat, and the process would start all over again. CL control became a big deal when we moved to assault landings and only had a 30' x 300' touch down zone with a wheel span of 15'. It's like shooting, aim small, miss small.

Put the centerline between your legs. It works no mater what seat your flying from.

We need to plan a MT fly-in once spring, or I mean summer since I have no idea which day spring will be this year. I'm based in Helena with my F.

I can't speak to props, but I did loan my plane to Garmin for the GFC 500 certification. All in all it was a good experience and I came out the other end with a new AP. Garmin provided insurance that matched the hull value of the insurance I was carrying. They of course flew the plane, which was all captured on Flight Aware.

I live outside of Helena. My Mooney is based out of KHLN.

So I realized that I don't have a current photo of my yoke since the GFC install. However, I have the "mongo" yokes that were only in the F in 75 & 76. The new install is very similar.

Ah, but there is no sales tax in the greatest state, Montana.

Well, the F & G has been completed and the install kits are available. I flew the F from the Garmin facilities back mid-October. As @Wessaid the C,D,E 65 and newer is complete, and if the production stays consistent, the PMAd install kits will be available two weeks after certification. The rest start certification in January, and given my experience working with Garmin as one of the certification platforms, the pre 65s should be complete in June/July.

You will love the new AP!

I need 2, let me know. I gave up looking for replacements about 4 years ago.

@Wes has his E with Garmin for the GFC500 certification and I believe he hangars at the downtown airport.

My GFC500 was installed with a new switch, the old Century 41 trim switch was removed. The work was completed by Garmin. Unfortunately, I do not know the part number.

No that's cool, lash out and don't think rationally about a crash through trees. You should find the airplane and throw the firewall forward in your plane. I wish you well.

Unless he crashed tail first, I can't imagine the spinner or exhaust survived without damage.

@AGL Aviationposted a video a while back, maybe Tamara can post it again.

Not having to take my hands off the throttle lever while adjusting airspeed during critical phases which is generally when trim is needed. Electric trim is very nice and in fact the majority of the aircraft I have flown only have electric trim, no manual option. I find the manual trim wheel on the Mooney to be too small and inconveniently located for ease of use.

Garmin was looking at two pre 65 candidates last week when I was at their hangar. Once the one that meets their requirements has been identified and all the paperwork drafted up they will be certifying the pre 65s.

They are about to start certification on the pre 65s. Garmin was looking at a couple candidates last week when I was there.

One of the most important things to take into consideration is wind direction. You have to make your turn INTO the wind. 1000' should be doable, with practice 800' is practical. DA and weight will change the altitude required. Used to practice these often when flying PC-12s. In a heavy weight PC-12 you needed 800 AGL in a light weight one 500 AGL was easy and actually required a slip to make the runway.

Well the Gods have answered your prayers...the GFC 500 is available for the F.

I would be shocked if the C,D,E is ready. The certification aircraft just flew for the first time last week. I'm sure the PMA for the kit is not complete as the FAA has not certified the installation. The F,G are certified by the FAA.