MisfitSELF

To clarify: the rough order of magnitude quote wasn't "$10k per servo" for the hardware only. It was meant to represent the labor and hardware for each axis or servo string in the autopilot system -- so to reiterate, the out the door price would be about $40k from this installer.

If any of you guys have have done this recently, and if you're willing, can you post approximately how much it cost for part and labor for your autopilot upgrade? I've been thinking seriously about having my KAP-150 autopilot removed and a GFC-500 autopilot installed in my M20J. So serious I walked in my favorite avionics shop today to get an estimate and talk schedule. However the cost estimate he gave me was on the very high side (at least to me). These guys have done good work for me in the past so I trust them, but as a former President once said: "trust but get multiple quotes...." (or was that "trust but verify"?) I already have 2 garmin 275's installed so I don't need that part. I'd like to get the 2 axis plus Yaw Damper as I've heard a lot of good things about that set up in the Mooney. My avionics guy said it would cost ~$10k per servo when all was said and done and I would need 4 total servo's. It doesn't seem like very hard math but $40k for this job seems quite steep and I was also surprised that it would take 4 servos rather than 3. His explanation was that both the pitch and trim servos would have to be replaced. If you guys think this may be incorrect or have a "take your A/C to XYZ place, instead and it'll save your gobs of money and they're the best" kind of recommendation, please let me know. Bruce Wilder

On the Mooney Pilots Facebook group, also watch out for guys who just joined that day or the day prior trying to sell a bunch of avionics. Also suspicious is when you look at their profile, it doesn't go very far back or it's nothing but a bunch of random aircraft photos (that that by itself isn't a bad thing...).

Of the pictures I've seen, this installation is the one I like the best. Can you provide me the info on the brackets, back plates, and covers you used?

Yes, please -- approximately how much for the kit and labor? And does the labor have to be done at a specific shop?

Any Mooniacs install one of those battery minder interfaces like the one in this link? https://www.aircraftspruce.com/catalog/elpages/audioathaik.php If so, how did it work out for you and can you supply pictures of your installation? Thanks, Bruce

How much did you have to pay for that one? I own a shirt I paid $12,000 for (avionics shop gave me one of their shirts after an upgrade)

A couple of questions for the forum: 1. How do you file an ICAO flight plan with FSS using the radio? 2. How do you file an ICAO flight plan with FSS using the telephone (the old fashion way)? I'm not asking about how you dial a phone (1-800-WX-BRIEF) or how to pull up FSS on a radio -- I got that. What I'm asking about is what do you say, and in what order? I've set of my Foreflight to do flight plans in the ICAO format. So if I plan and file via Foreflight and the internet it's 'easy peasy.' However, there've been a couple of occasions where I need to file a "pop up IFR" or I didn't have internet access and the ICAO format just blows my mind if you don't have everything filled out. For the the previous method, I had a business card sized version of the legacy FAA Form 7233-1 and it was easy to pull that little card out and rattle off the elements from that card to the FSS. For my little brain, the ICAO format makes things so much harder... Thanks, Bruce

It's so difficult peeing in the F-16 that in the 250+ hours I had as a back seater, I just held it. This included 6+ hour sorties. Once I really had to go, I was wearing a poopy suit and couldn't for the life of me get the zipper open to pee - I almost just went in the suit. We had one of our pilots that would give about a serious 30min lecture on how to pee in the F-16. He would get to the gals in the unit and say, "You girls are on your own. I don't have a clue how that works" So, indeed, peeing in the F-16 is so difficult that they have instructional briefings and videos on the subject. Nevermind a song about the subject:

You can. There may be some "undesirable" dynamics between your butt and the seat that may result in serious injury. But at low level/low speed (<14,000 and 450 kts), one of the first things that seat is going to do after stabilizing is cut the lab belt and kick you out. If you're above 14K you're to ride the seat down until it kicks you out...that's where the lap belt is essential. Otherwise the "only" straps that really matter are your parachute shoulder harnesses.

Does any one have link or instructions for running a flour bombing event? I may be looking to do something like this is a few months. I've seen it done, I've watched some youtube videos, but I was looking for specific things like: Safety rules, scoring rules, things to work out with your air field tower/management (believe it or not I may do this at lightly used towered field), how to set up targets, how to make the flour bombs, can you color code the flour bombs, and anything that I'm too ignorant to ask about... Thanks, Bruce

Pirep: my installer (Top Gun in Stockton) tried all kinds of resistor combinations and still could not get the Surefly to provide RPM data to the legacy Tach. This was with and without the Tach 2 module in the loop. After much heartache in trying to get this to work and working with the folks at Surefly, I ultimately elected to purchase an EI Tach that replaced my legacy B&D Tach. I now have both left (Surefly SIM) and right (Slick Mag) hooked up and reading on the EI Tach without the use of the Tach 2 module and it seems to be working (although, I can't stand the look of the EI Tach -- personal preference, it doesn't however fit well where the original Tach used to be and I can learn to like it I suppose). Some other fall-out to this install: The insight G4 RPM was also not working with Surefly so that has been switch to the right mag. And the Hobbs meter (which I really used as a "Tach") is now hooked up to the EI Tach and it's placarded as IN-OP. I may consider removing the Hobbs meter all together at some point (if I have no Hobbs meter does all my flying become 'free'?).

+1 SIRS compass.

I have a M20J with a B&D Tach (one that uses electrical pulses from the Mags to get RPM). My installer for the Surefly is having trouble getting the RPM to work in my engine monitor (an Insight G4) or my stock B&D Tach. I purchased the Tach 2 board and he still can't get it to work with either signal outputs. He's stumped, it seems Surefly guys are stumped as well. Anybody have there own experience with this? Tricks or gothas? Unforetunally the aircraft is a couple hundred miles away from me getting the upgrade so I don't have much more than phone calls, texts and emails to help work this out. Bruce J. Wilder

My personal assessment is that www.airnav.com seems to have better and more timely comments than Foreflight but I use both. Calling the FBO when I've narrowed it down is the best option.

Many hours of experience in the F-16 and a cockpit at 40k feet (where cabin pressure may approach 25k feet). I'd just drop my mask, take a sip from my water bottle, then put my mask back up. Never had an issue. If I had my mask down for a couple of minutes, I may feel some hypoxia symptoms.

Not going to be a factor. Next time I fly my Mooney, the left mag will be a Surefly.

Hey I do this novel and innovative hot start technique on my M20J (fuel injected). There's this procedure in this blue book in my airplane that works great! I recommend you check it out -- I bet your airplane has one too. Pardon the sarcasm. I had this crony at my home field give me the whole "you're probably doing it wrong so I'll show you the RIGHT way to start your engine" spiel. I humored him but I knew the result as I've tried this before. His "technique" was to leave the throttle at 1200 on shutdown and just restart. Result -- you crank and crank and the engine doesn't start - surprise. I guess this works for some, but it definitely didn't work for me. For my engine that's not enough throttle for a hot or "flooded" start. You have to use full throttle / idle mixture technique as stated on my checklist. Imagine that? Follow the checklist.

Looks like they're back! But it's going to cost you...10 AMU and that's probably not including labor. https://www.emapa.aero/Monroy-Mooney-Fuel-Increase-Upgrade-p/mooney-fuel-increase-upgrade.htm

Would she say where she was located?

Thanks. Basic reading comprehension fail on my part. I read that and for some reason only thought it applied to Mogas.

Since you're just "buying paperwork" with the STC and not changing anything with your engine, I can't imagine why you can't. The GAMI webpage, however, doesn't specifically answer this questions. It does state that if you have a Mogas STC you can mix it with G100UL but doesn't mention this in regards to 100LL. Anybody know? Personally, it'll be sweet to be able to eventually use both in my IO-360 and I'd be happy to pay a few hundred bucks even if it's just paper once it gets proven out and approved for my engine.

How about some of us just "squat" in the factory and make some replacement parts. lol...

+1 for this combo. I used to have to service my right tire every 2 weeks or less, now they only drop 1-2 psi in six months. I was also one of those "I've never flat spotted a tire cause I'm god's gift to aviation" type of guys until I flat spotted a tire in stiff cross winds. It only takes a fraction of a second of being on brake at the wrong moment and your expensive tire becomes a hangar story.

https://www.aircraftspruce.com/pages/in/compasses_airpath/repairkit.php