MoonFlyer68

Fellow Mooniacs, I welcome your input on a question I have. I own a ’68 M20F that I am making a “Forever Plane”. The first annual I had a ton of work done so mechanically she is in top shape right now. I also had some avionics done as well but ultimately my goal is the full Dynon system with autopilot. For now I am waiting on the final approval of the autopilot before I do the install as I want to try and do all the panel work at one time. I feel that way I will hopefully cut down the amount of labor vs. having to go in behind the panel and work multiple times. So here is my question, the plane is also in dire need of paint. I had been holding off on the paint until after the avionics because the last thing I would want is a brand new paint job getting messed up because of having to add, move, or remove antennas during the avionics work. Especially given the ongoing delays with the Dynon autopilot, would you wait it out and do the avionics first so that all the antennas will be set before taking it to paint or get it painted and worry about the avionics whenever the time comes? Thanks

Since I just saw someone asking about LoPresti cowling I thought perhaps I would see if there are any updates on the Sabrecowl project? My plane could really use a paint job but I would like to get this cowling installed first. Thanks

Rick, As someone who flies a mid-body I am not in the same situation as many others are. But I just wanted to say you guys have an amazing product and I can't wait to have the full system installed with autopilot. Your product is worth the wait and having worked with the government before, I understand the frustration of dealing with big agencies (FAA). Thank you for your efforts. Dan Kelley Mooney 3977N 1968 M20-F

Obviously we need to get more information from people with direct communication to Dynon, but if my memory is correct I think they had a J model for testing. This change could be that the FAA is saying they will only approve mid-bodies because they chose a mid-body as the test platform. I was already thinking that it was VERY optimistic that the FAA would approve all Mooney models at once based on flight testing just the J.

I hate to be the bearer of bad news but I saw this mentioned on Facebook. Looking at the Dynon approval list online it seems the Mooney is back to "TBD" status as well as only expected to cover F-K models. Very disappointing but I have an F model and am still holding out for the Dynon HDX system with A/P. https://www.dynoncertified.com/aml.php#appricing

Just thought I would throw out there i found your video as part of a compilation video on YouTube about nearly fatal accidents.

I have the L3 Lynx transponder and absolutely love it. Unfortunately, when I do my Dynon upgrade I will not be able to get my ADS-B in data to go from my Lynx to Skyview. I will probably opt to buy the ADS-B in that Dynon offers and have redundancy.

I think you are asking if you need to have a second screen to do engine monitoring. With the Dynon system you do not require a second screen (although many choose to have one). On one single screen you can have primary flight instruments, maps, and engine data. Here is a very good video about how data can be displayed on the HDX screen.

Just sent you an e-mail. Hope this happens soon.

I had no idea this thread would be so punny........

I have found out why I am unable to get vertical guidance on an LPV approach. The wiring for vertical deviations was never installed. Lucky for me the avionics shop gave me the wiring diagram they used for the set up. With the Mid Continent CDI there were 2 versions listed, one with vertical guidance and one without. They followed the wiring diagram for the CDI without vertical guidance. They used the wrong one. I have sent an email to the shop along with a picture of the diagram showing they used the wrong information for the CDI. Although the installation was just over a year ago I am hoping they make it right. Although some may start asking the shop name, let me talk to them first about the situation and see where things go. After all, we are all human and can make a mistake. Additionally, all other work on the plane was spectacular.

As is the case many times, there is no specific thread that exactly addresses the questions we have. This seems the most logical location for my question because I also in the last few days flew my very first LPV approaches with my IFD440 and received no vertical guidance on the approach. I do know that the GPS said it was in GPS-LPV mode. At this time I do not have fancy glass panels in my plane (Waiting for the Dynon Autopilot approval) so have a GPS capable CDI. When I did all my research I was certain to check that the CDI was compatible with the IFD440 and it is. My CDI is the MD222-406 which has the capability to do vertical guidance but as I am looking at the data online about it there is mention of glideslope, but not LPV. So unfortunately I am thinking that I made a mistake in assuming that as it is compatible with the IFD440, that it was by default compatible with doing LPV approaches. Can any of the really smart avionics guru's please confirm if the MD222-406 should be able to give me LPV vertical guidance? Based on what I am seeing in the plane and upon further review of the paperwork, I don't think it is. Thanks.

Another great option. thanks

Thank you. I will look into them.

Hey there all. I am looking for recommendations for shops near Dothan Alabama for my 1968 M20F annual. This is kind of short notice so any help will be appreciated. Thanks.

In the Dynon Certified Forums they did in fact say they are using a J for certification testing.

The pilot flying was still very new to the C-47 (DC-3). He had just gotten his type rating and simply messed up. From the FAA reports I think it even went as far as to say when the other pilot took the controls he did not fully release them.

While I know this thread is about the Trio product, we have been talking about other ones like Dynon and Garmin. This "Andrew" is a representative of which company?

Yes, It is sold. Sorry

I am sure you can find Army pilots with Army aircraft over 100 miles from Fort Rucker also. Typical military thinking is you can't do this on your own, but we can have you do it. In fact, unless something has changed, if you are at Fort Rucker for helicopter flight training you are not allowed to do any airplane flight training on the side during your free time.

Alan Fox was selling some just a week ago in the forums. He may still have some.

Really good video. Gives me a better visual understanding of the OBS mode.

Once the Dynon autopilot is approved for us (and I get the wife on board) I will be installing the full Dynon package.

There is a YouTube channel that does lots of experiments with everyday products to really test them under real world conditions. Here is his video on portable battery packs for starting cars.

I am pleasantly surprised to find out how inexpensive a new style door is on eBay. Given I will need to paint my plane in the near future anyway, it would actually be a good idea I think as it allows the door to be opened from the inside during an emergency. Safety is something I can sell the wife on. LOL