201Mooniac

So there is clearance for it on my M20J. Working with the DER now to see about the paperwork. B&C said to use the BC410-H standby alternator and the SB1B-14 regulator. I'll update once I have more information from the DER about it.

My interior shop took a piece of nylon webbing and wrapped it in leather by just sewing two strips along the length and used that as the strap, looks good and is really strong.

Must depend on the year, my M20J POH shows service ceiling for both 2740lbs and 2300lbs in the climb performance data.

Scott, Looks like the only ones I have left (at least that I could find so far) is trim and master. Adam

You got me thinking that I never tested that feature though I try to test all the other configurations. When I get my plane back from annual I’ll try it as well.

According to the install manual, if you have a GI 275, then the GTX 345 Bluetooth is supposed to be disabled. I haven’t tried it but the FS 510 is supposed to pass the “best” AHRS data, either from the G500 or the GTX 345 to the iPad (the G500 will always be better data) as both should be available to the GTN over HSDB. I’m curious why you connect to the GI 275 to upload databases as opposed to using database sync? Also, I don’t know what you mean by only the FS-510 and GTX 345 setup as Connext devices with the G500, to the best of my understanding, there is no setup on the G500 for connext devices (unless you install the FS-510 in the G500TXi which isn’t recommended). Any Connext device will pass data but there should only be one active at a time.

You can’t be connected to both the GI 275 and the GTX 345 at the same time. The GI 275 should provide GPS position, ADS-B traffic and weather, AHRS, flight plan exchange, and database concierge (with some caveats) so there is no reason to try to connect to the GTX 345. In fact, you likely don’t need the FS 210 anymore given the current GI 275 capabilities. One point though, I use Garmin Pilot so I’m not sure that all of these capabilities work with FF but they are available from the GI 275, at least with the current up to date software.

Scott, I’m away for the holidays but will be happy to respond when I get back and let you know which ones I have left. Likely next Sunday or Monday.

I also have a couple of switches left from my 14V 1980 M20J, I’ve sold some of the more popular ones already.

I have red collars on AP & trim, yellow on gear actuator in case I need a manual extension.

Max, I always collar with AP breakers with a red collar so they are easy to find. I've never had to but I expect I could even get a right seat passenger to just pull the red breakers if it took both of my hands on the yoke. I think your callouts would be especially helpful in flying another plane than my own, I'll need to remember that.

Don, Glad to hear you were able to get it unjammed and land safely. I'll need to get Mark to check on that for me as my plane is in for annual right now. Great to know the AP worked but I'm curious if there is any chance it made the situation any worse when disabled. I know the servo should be easily overpowered. I have run my trim full nose up and nose down when on the ground and never had any issues, not sure if air loads have an impact but I might ask you to go for a flight where we test controlability at both extremes just so I know what to expect.

My broker thought it likely based on experience but you never know, it is business and can change at any moment.

Same experience for the last 30 years for me, same broker, almost always the same insurance company (especially for the last 8 years or more now as they are always the lowest or close and I was to keep with the same company as I'm getting older and want to see if I can encourage longer coverage with loyalty.

Presuming I can get it done, you are more than welcome to see it. My IA is checking for clearances in the next couple of days and then I will attempt to get the DER to do the paperwork. I'll let you know how it goes.