WaynePierce

And to make matters worse, Garmin no longer sells the hardware and brackets as a kit with the AP. Those have to be ordered separately. I think each servo/bracket is $2500.00ish.

I think the OP will probably have it pre-wired while they're in there replacing the old servo's and wires. Then when he can afford to do so have the YD Servo purchased and installed...

I have less than an hour in a Cub, but I agree with you 100% and would love to get a tail wheel and glider endorsement!

I don't have it now and didn't think I needed it but then I started watching YouTube... My J doesn't have rudder trim, I wish it did because sometimes when I'm straight and level the ball is a little on the left. Digitally and analog. Not much but in my Cherokee I had rudder trim and it was very handy.

Thank you, that's what I was thinking, but I was watching some "instructional" videos on the GFC 500 and there was a Mooney J driver video and he had the YD installed and said he was glad he had it... I wondered why...

I just purchased a GFC 500 to replace my currently in-op KAP 150 (sometimes it does, sometimes it doesn't) I've never had the opportunity to fly with a Yaw Damper but the 500 has the ability. Would you choose to have it connected in a J? Why? Currently I've had the avionics shop order the servos to do the same as the 150... Roll, Pitch and auto trim. I'm assuming to have the Yaw Damper installed would take another servo for the rudder which I currently do not have.Thanks...

At least, in the pictures I've seen, it looks like he put the gear down. That probably was beneficial, more things to hook wires, etc. I'm glad they're OKish.

This may or may not help... I use Database Manager and purchased a OnePak for my GI275s and GNS430W. I get the updates for both but of course there is no way they could connect the GI 275s to the GNS for distribution to both. I update the 275 by USB but I have to bring both SD cards from my 430 to the house to update, but it works, except for the clunkiness of having to update the GNS one DB at a time.

People ask us if we're going to sell our house and move, my pat answer is we're waiting on the market to crash. Retirement appears to be following my typical pattern.

I'm paying as I go on a limited budget... First I put in an Avidyne IFD 550, Lynx 9000 and new Avidyne audio panel. I just had 2 GI 275s installed and only removed the AI and HSI, I kept the airspeed and turn coordinator and one HSI to go with my old GNS 430W. My plans for the next move is in the works replacing my KAP 150 with a GFC 500. I'm retired so I do what I can when I can and it's getting harder :-) Those yearly bonus checks were very nice...

Not to help you at all, just add more confusion... ForeFlight lists it at 11:1 :-)

It saved me about 20 grand, out of pocket, because the FAA wanted a PT scan (or CT scan, I don't remember) that the doctor said I no longer needed so the Insurance company wouldn't pay for after I was CURED of Cancer.

From AOPA: The FAA announced November 16 that Acting Administrator Billy Nolen has signed the final rule that will take effect 30 days after its forthcoming publication in the Federal Register. The rule brings significant change to the relatively small commercial balloon industry, establishing a medical certification requirement for the first time estimated to apply to just under 5,000 pilots. It also includes BasicMed provisions that now enable about 50,000 pilots (and counting) to take advantage of opportunities to fly as a safety pilot, as well as enabling pilots to act as pilot in command during a special medical flight test authorized under FAR Part 67 without holding a medical certificate.

You HAVE to get one. I had mine for a number of years then developed a small case of Colo-Rectal Cancer. This was before BasicMed was a thing and I got one SI with no problems, the next time up I would have either had to get another SI with very expensive tests that were no longer covered by my health insurance because I was cured. Lucky for me that is the year BasicMed was signed and I was one of the first and am on my second BasicMed update. I am working on my IR but I have no desire to fly in the flight levels and my current ride will most likely be my last (unless I downgrade to something just to get me over the Smokeys from TN to NC to see grand-kids). Today I read where we will be able to log Safety Pilot time as well, in the very near future.

At least in the log books I have here at the house. The ADLOG started fairly soon after this AD would have been noted. I'll be curious to see if it was included in the AD's the ADLOG company supplied with the folders.

Thank you Clarence, I do indeed have the -D series and looking through the Engine Log books I have at home in a moment... I've checked the Engine Log books 1 and 2, and no mention of this AD. I see AD 2002 26-01 has been inspected along with "All AD's researched and found to be up to date" noted. But nothing on AD 2002-12-07. Now it might be in my ADLOG book that is with the plane at annual, the last entry I have is dated 3/28/08. Newbie question... How does one look up an AD? I tried Googling it and nothing returned then I looked at the "Dynamic Regulatory System" and still cant find this AD. I'd like to read it.

And this is why I love this place!

Plane is in Annual since yesterday, my A&P helped me find a leak that has been plaguing me. It seems to be leaking in front of the oil filter. It is not the oil filter or the are where the oil filter seals against the engine. Have any of you experienced this? My guy says he's never seen one leaking from there, have you? And if you have is it fixable without pulling the (I forget what the technical name of this part of the engine) gear housing?

My wife and I fly with our elderly German Shepherd that can no longer make the jump up to the wing. We bought a portable ramp she can no walk up. The ramp is lightweight and reduces in size to about half or a little over 2 feet. I can store it in the back with the seats folded down. The walking portion is covered with a non skid, almost sand paper like substance to prevent slipping. I also lower the flaps to take-off position so the ramp end is setting on the no slip on the wing rather that any weight on the flaps. This might be something to look in to...

Well, you can't get any better guidance than this! Thank you so much. It goes in to annual next Monday, I'll check the A/P again on the way to annual and if it doesn't connect I'll figure out what my next steps are... I know the KAP 150 has some issues with at least two adjustments that the avionics shop could not get to adjust properly, he gave me the paperwork of what it should be adjusted to and what he was able to get out of the unit. I assumed these adjustments would have had something to do with the NAV and APP modes since they haven't worked since I bought the plane. The HDG and Alt. Hold have been flawless since the beginning. I just installed the two GI 275s two weeks ago and Monday was the first time the A/P hasn't worked in HDG mode.

I'm seeing this upon my return home from the hangar... A Millennial would have thought about doing this without being prompted, alas I am neither, a Millennial nor someone that thinks about my phone when doing things like this... The good news is I found where this information is in my KAP 150 Pilots manual and you are exactly correct AND when I pushed the test button i got 4 trim flashes and then the AP beeped for 5 lights and it went on to flash for 8 1/2 flashes for a total of 12.5 (the .5 because it was a much shorter flash). Also, after the sequence was over I pushed the AP engage button just to see what it would do (in the hangar) and it flashed another 12.5 times then went out. So the Auto Pilot thinks everything is correct, evidently.

I'm heading out to the hangar later today, I will go through the test sequence again and count flashes. This is the first time I've seen where the number of flashes actually meant something. Thank you.

I’ll check with the shop to be sure. I went here first before I contact them. Thank you for your guidance.

I think so the avionics shop was setting potentiometers and discovered that the pot you get to from the front of the panel was missing and they replaced it there were two ( I think) cards for the nav and approach that would not adjust to the recommended settings. They suggested having it sent out for rebuild but at nearly half the cost of a new, modern A/P it would make sense to go new. Like I said Heading and altitude worked fine both before and afterward.

I've just installed two GI 275s and I'm currently working on my IR. Yesterday I took my CFII out to lunch and flew under the hood for a little more than an hour to KCMD for lunch since my CFII is leaving to begin flying the larger planes. Anyway I did great and I said we would fly back with the AP on just to enjoy the flight. I did the normal test before take-off and everything was fine. I engaged the AP on the climb out and it was fine but after a couple thousand feet the plane started a bank to the right, and we noticed that the AP had dis-engaged. I did the AP test again and it went through everything but it would never engage again, we did this a couple of times and got the same results. I pulled the C/B and tried again with the same results. I do have issues with this A/P not being able to fly in the Nav or App mode but heading and alt hold have been flawless. It has worked every time since installing the GI 275's in both heading mode and GPSS. Does anyone have any idea as to what to check or what to ask be checked when it goes in to annual next week? I was planning on replacing the A/P with a G 500 in the Spring when I can sell the Harley for the amount of the install but it looks like, unless one of you has something in mind that might work until then. I'm a little cash strapped after the VERY recent install of the dual GI 275s and my retirement income would love a rest in airplane spending...