Eduleo

20 hours ago, amillet said:

Please post some panel photos 

I installed 2 GI275's in my J a few weeks ago, coming from steam gauges and a KAP150. The functionality is fantastic, and it took me very little time to get used to the display format.

The screen feels large because it fills the entire round hole, no black spots. It is bright and very clear, and even though I kept my ASI, VSI, alt and turn coordinator, I don't look at those anymore (waste of UL!). Shot my first LPV approach to within 100' of minimums the other day and having all the info I needed in a small area, including altitude alerts, terrain, traffic, GS, and course, was a big +, not a "-" IMHO. It integrates nicely with my 430w and KAP150 both horizontally and vertically. I still use foreflight connected to a FS210, and a stormscope. I don't see the need for any more info in the cockpit.

Now, some deicing and a PT6 would be nice. Oh, and a pressurized cabin, please.

Somehow I can remove the seat bottoms (1986 J) and fold the seat backs down using the lever in the center. I can find the velcro under the seat backs and I can undo it. I cannot find a way to remove the seat back covers though. It appears to be glued. Am I missing a step somewhere? Did someone glue the foam onto the setback frame during an old reupholstery job?

Does anyone have a picture of how this looks in real life? The description in the POH is not helping me.

Quick update on the installation  of two GI 275's, a AV20S, and fixing a stormscope at Lancaster Aviation.

First important thing: on time and on estimate. No unpleasant surprises, two weeks between dropping her off and picking her up. The panel was well wired and documented before, so they didn't have to hunt for loose wires somewhere in there. Removal of vacuum pump and svs was done by Henry Weber down the taxiway.

The first stormscope computer I bought online to replace the old broken one was faulty, so I asked Todd at Lancaster to send it back (30 day warranty) which they did, with pictures of the packaging). The second unit worked well. The installation of the AV20s was without issues. The 275's work so far as expected, and integration with the KAP150 is flawless. I think it reacts faster to the 275 than it did to the old gyros. The clarity and usefulness of information is impressive. I kept the old instruments around it for fear of the readouts being so small, but it took me minutes to get used to it and I don't look at the other gauges anymore, except for x-checking with the 275's. All configurations seem to be on point, except for the altitude alert which is deafening (can't find the setting for that).

One thing that I see as a plus, but not particularly legal (so it's a great idea to write it here, obviously) is that they installed the lower unit as a MFD, not as HSI. so I have the options in there to run all other windows (terrain, traffic, cdi, etc) besides the HSI and HSI map. That could be helpful since there is a CDI on the top ADI unit, I could use the traffic page departing a congested area for example.

One big minus: I should have checked the estimate better. Even though I talked about having the OAT probe installed on the 275 and asked about its location when I dropped the plane off, it was not in the estimate and they didn't install it. I have probes for the JPI900 and the AV20S, but it would be nice to have actual winds show on the 430W's. I might do that on my next annual when the panels are all off anyway. The AV20S does provide TKAS. My fault for not checking it closer.

At the end they gave me a box with all the old gauges, all the paperwork, wiped the plane for COVID, and off I went.

I'm happy with all the redundancy in my panel now, and the fact that I have all information I need to for hard IFR in a narrow sight angle, so no head swiveling anymore while in the clouds. Bank account is leaner but not broken. 16 AMU for 275's and 3 more for the other stuff.

Just now, Bob - S50 said:

I assume the AV20-S is mounted on the panel that is at a slight angle to the main panel.  Please let me know how the AI function works there.  I'm considering doing the same thing but I'm worried that being mounted at an angle might induce a pitch error during turns.  I'm thinking a left bank might make the pitch go up a couple degrees while a bank to the right might make the pitch go down a couple degrees.

In this plane the side panel to the left is flush with the main panel, no angle between them.

i did hear that the av20 doesn’t like to be mounted at an angle, which causes the AHRS to misbehave. 

GI 275’s and A20S Install at Lancaster is almost done. 

Next week KAP150 goes back into place and plane goes to Henry Weber to get vacuum and SVS removed.

Can’t wait to have my mistress back.
I’ll post a report on the experience at Lancaster Avionics  here once I test fly her.

Fingers crossed.

5 hours ago, quik flite said:

Lancaster Avionics is a shop that can be trusted to do things right and fairly priced . I highly recommend them always.  The work is near perfection and always performed within a reasonable  time.   I have never heard a bad report and they’ve been at it a long time. A real nice bunch of guys and girls.    Doing the job right. In Lancaster PA. 

I hope so! I’m dropping my J there 8 hours from now for a dual GI275 install + my old wx1000e stormscope back (it’s been inop for a while), and a av20-s in place of the old clock.

Obviously too excited to sleep...

N782Dj panel upgrade.pdf

Thank you for the update.

I'm getting a similar set up installed in 2 weeks, with 2 GI275's, a KAP150, and 2 430W's. I thought would not have altitude preselect unless you had it installed externally, since it's a function of the autopilot, not the GI275, but I'd love to be wrong!

Robert Gary, is there anything you wish you had asked the shop before installing it? I've had a few conversations with them over the phone and I can't think of anything else I need to ask, and that makes me nervous!

Eduardo

The last picture in the article is of N201HH, which had an emergency landing in the CA desert a few weeks back, with no injuries IIRC.

https://airfactsjournal.com/2020/06/the-magical-mooney/?trk_msg=4CP43E2LKJ4K77JNQ5R47PDLCS&trk_contact=3TMAFUCORFGA4F0JS896NLHUB8&trk_sid=5UG815D4ESMGL4MPKFGT91NC30&utm_source=listrak&utm_medium=Email&utm_term=READ+MORE&utm_campaign=A20055C&utm_content=Fast+Five+-+June+6th

Damn! I need a bigger hangar.

Just got my t-shirt. Really nice!

Sharp printing over good cotton, looks better than in the pictures. Might have to get another one in a different color...

The scariest lesson on a gear up landing I've had was seeing one happen right in front of me.

A few years ago I was doing an IPC in a C172 shooting the VOR RWY34 approach at Carol County MD, past the FAF, when an Arrow turned in front of us, low, doing s turns, with no radio communication at the CTAF at any point in the pattern. It looked like 180 power off commercial practice. My instructor looked up and said "wow, that's not nice!" as I slowed down ready for a go around. The Arrow landed a few seconds later, and it stopped in about 50 feet and a lot of smoke. As I announced on the radio that the runway was closed with a disabled aircraft in it, I could see the face of the pilot walking onto the wing wondering what had happened. I don't think I'll ever forget that.

Still, three GUMPS and a "gear down, flaps full" call over the numbers don't seem enough sometimes.

4 hours ago, bradp said:

I have a video of ForeFlight getting incorrect data from a FS210 and making the synvis spin like a merry go round.  The portable electronics I do not trust in IMC. 

I had that happen to me too once, for a short moment. But all you need is a moment to find yourself upside down and out of control. I use 3 devices now, not ideal but at least the likelihood that two are going to fail at the same time is smaller, so I can find the non-agreeing device (the minority report) and reject its information. 

It still doesn't make me comfortable, so when I have the double GI275 setup finally installed this Summer I'll have 4 different AHRS in the plane, 3 of them panel mounted and a 4th firmly attached to the glareshield.

4 hours ago, Davidv said:

On a side note, quick question for those familiar with the inside workings of a gyro.  My KG-258 will intermittently slowly stop working on a flight to the point where it's at a 45 degree angle in level flight.  Fortunately, this gives me a lot of practice with partial panel even though I have an electric backup on the bottom of my panel.

I flew a 2:30 flight from FXE to ECP on Saturday and it failed about an hour into the flight (which meant that I had to hand fly the rest of the way since its connected to the AP).  I flew at low altitude (4500 feet) due to winds and it was fairly warm and humid.  Last night I flew from Rusk County Texas to FXE at 17,000 ft and it took roughly 4:30.  During this flight my gyro worked perfectly.  I've also noticed on other higher flights it works better.  My theory is that it has something to do with the humidity and air density being fed into the vaccum system.  Does that make sense to anyone or any other ideas?  I'm probably not far off from replacing the unit with something digital but going to get some more use out of it for now.

Like this?

My KG258 failed twice before I knew I had to replace it with an overhauled unit for around 3 AMUs. Once I got the unit from Mid-Atlantic it was a short install and autopilot calibration.

This video is from the second time it failed, and by then I had the FS210 AHRS on the iPad all of the time. Still annoying to not have the KAP150 autopilot but no problem keeping the shiny side up even at night. After this flight, even with the replaced unit, I always have the iPad on the FS210 and the iPhone with a Stratux velcroed to the glareshield any time I'm in IMC or at night. At least until I get the two GI275s in and lose the vacuum, standby vacuum, DG, and AI, hopefully by August. 

Ha, thanks!

Well, I didn't take a picture of 100 kts groundspeed going up to Cleveland from Hagerstown earlier in the day.

E.

Beat my speed record today, in level flight, on a PALS mission from Cleveland to Williamsburg, VA.

Level at 9000, sipping 9 gph doing 155 true, ground speed was between 220 and 232. And it was smooth too!

+2 for Henry Weber.

8 hours ago, j3gq said:

Would you please tell us a little bit why you want brakes on the right side.
A J model lands on under 200 yards in almost all conditions, and steering doesn't need brakes at all.

Just curious. 

Using it for instruction, maybe?

I bought my plane out of Ocean City.

After driving there twice to see and fly her, the owner flew her to Henry Weber at KLNS, less than one Mooney-hour away for a prebuy.

Being my first plane, I was glad to have a reputable shop kicking the tires for me.

I left them all with the MSC, but for he future the plan is to keep an updated scan of all logbooks and give them a thumb drive.

My first annual in a MSC in PA was expensive. Extra $500 for AD compliance, a Power Flow exhaust crack missed during PPI (resulting in a replacement unit), an engine/oil heater (need one of those in the NE), new Concord battery, and a bunch of small things added up to 9amu.

None of them besides the exhaust were expensive individually, but, oh boy, they did add up.

This is my first airplane, and in spite of the first annual financial scare I have been maintaining it at the same shop based on their good reputation, hoping it is safe while studying as much as I can about these machines, and hoping that the second annual coming up in November after close to 200 hours of Mooney time  will be smoother. 

Had my nose truss replaced after a "reputable" FBO at an airpot very close to NYC damaged the stopping bolts and bent the tubes. Took three weeks and 5 amu to replace everything required. They were honest and called me warning of the problem, paying for the damage and car rentals.

I did, as always, warn the line personnel of the limited turn radius. I have since put a laminated orange sign in front of the wheel warning: "DO NOT OVERSTEER - LIMITED TURN RADIUS" bungeed to the nose gear. Fingers crossed...

I think you’re right, Scott.

I’ll call them tomorrow. Has anyone had any experience replacing these? Are these Mooney specific, hard to find parts? Does it take several hours to replace?

Thanks

Eduardo

Hi all,

My ‘87 J has lost its blower fan. It made a horrible grinding noise for a little while then it died. 

Avionics shop tech in Lancaster PA said that they are not necessary since many boxes have their own internal fans, but everything on the panel feels really hot to the touch, and the thought of internal components cooking during Summer, reducing their lifetimes or burning all together, scares me.

The panel has 2 GNS430’s, gma340  audio panel, GTX330, Jpi700, fuel scan, etc. , so a lot of heat being generated.

Should I replace it immediately? Forget about it? Wait until annual? any advice is very much appreciated.

Best

Eduardo