Davidv

Yes, that was probably it. I also could have been misquoting my friend while remembering that article at the same time. He may have said he was hoping for 200 in the mid-teens. It sounds like he's adding every engine and speed mod possible so who knows, he may get it.

Yes, it sounded weird to me until I saw that avweb article I mentioned above. Not sure that can be right...

It's interesting because I saw the same thing on that performance chart and I can't reconcile it to an older Paul Bertorelli article (or what my friend says he expects). He's basically building a 550 with all new accessories including the latest TAT system. I'm not a Bonanza expert by any stretch so feel free to correct me if I'm not looking at apples to apples but take a look at the article below: https://www.aviationconsumer.com/accessories/tornado-alley-turbos/ "Here are some specifics: We flew a 1980 TAT-converted A36 Bonanza. The airframe had some Smith speed mods so it wasnt typical, however. On takeoff from Ada on a 38-degree day, we easily achieved 1400 FPM in initial climb rate, settling to about 1200 FPM above 5000 feet. Leveling off at 14,000 feet, we recorded 207 knots TAS at 17 to 18 GPH, with cylinder head temps in the 250 to 280-degree range. As per George Bralys recommendation, the engine was operated with wide open throttle, and lean of peak by leaning to a target fuel flow, not an EGT/TIT value. Climbing higher, we saw 214 knots TAS at 17,500, on about 18 GPH." I've never seen a company claim so much less performance than the real life test so I'm a little puzzled. The article says to deduct about 5 knots for no speed mods. If this is not accurate, my jealously level will go way down. It hurts to have another plane carry so much more, go faster, and burn less fuel than my Mooney.

Thanks Tomas, I actually already got a quote from Scotty there and it very good as well. Given all of the positive feedback from other Mooney owners putting in similar equipment I'll definitely go with them if I end up traveling to have it done.

I actually had Treasure Coast put in my GNX-375 and was happy with both their price and service. It didn't work perfectly at first and I did have to go back a few times, but Cathy really went out of her way to make sure things were made right. I know it can be challenging to interface a brand new piece of equipment with other avionics that are 20-30 yrs old. However, for this larger installation I feel more comfortable going with a shop that has installed the same setup in my exact plane multiple times and they are a little too small for that.

Thanks @bradp an @MIm20c, I didn't think about the turbulence factor much since I usually click off the AP in anything more than some intermittent light chop since my KAP150 doesn't handle it too well.

Thanks @bradp. While there is no doubt the yaw servo adds some value, I'm curious about the specific usefulness since I have electric rudder trim. In a plane without rudder trim, I could see it being highly useful in climbs and descents. While in cruise in NAV mode the yaw servo wouldn't be used much in my plane. Since I'm not very educated on this subject can you let me know if I'm missing something?

I thought of that too, they must have been factoring in a week of coffee and smoke breaks.

Latest response from Sarasota after I questioned their labor hours: “it will take one avionics tech 6 weeks and another 3 weeks to complete your plane. Your plane will be down for 8 weeks for this”. I wonder if they think that the internet and phones don’t exist.

Reminds me of this:

Their response was typical: "Well what's your budget? We could look at shaving some costs off...Mooneys are tough to work on". I pointed out the ridiculousness of the labor amount and said don't waste your time, you clearly have enough work, but thanks anyway. The other shop which was recommended by another Mooney owner was about half Sarasota's quote. They also tell me that they've done this same setup in 5 long bodies so far. It's a littler far @StevenL757 but I'll let you know!

Exactly, they aren't interfacing with any legacy equipment, just integrating the latest Garmin toys which are advertised to play nicely with each other. I guess this was their way of saying they didn't want to work on a Mooney.

Currently drafting my response: Option A) "I thought I said this was only for (1) plane, should I just cut this amount in half to get my estimate?" Option b) "I think Garmin already got the STC for my plane, you don't have to include the labor needed to obtain a new STC. Please revise and send back"

Yes, the other quote was a little more than half that amount.

I thought you guys may get a quick laugh on the avionics quote I got from Sarasota. I'm potentially looking at putting in a G3X, G5, GFC500 and got a pretty good quote from a shop that was recommended by another Mooney owner. Just for good measure, I decided to get a second quote from Sarasota Avionics since they are nearby. Again, the quote is only for a G3X, GFC500 (3 servo), G5 backup Sarasota: $62,360.00 including 285 hours of labor. Also included in that quote is $7,600 for a pilots panel. Apparently I'm getting the gold flake version.

So you’re going to send an invoice to your shop for the work done? Just be fair and give a reasonable rate...

A few days ago my friend had to drop off his Bonanza in New Smyrna Beach for a new engine and turbo (he will be able to out run me under 20K when it’s done!) so I offered to give him a ride. I followed him and there in formation and and he also got some good shots of my plane. Rather than bore people with 30 different angles of my plane I just included one!

Amazing that this thing was manufactured in 2015, some pretty incredible amortization of initial development costs for King/Honeywell...

I may have mentioned it here, but the first time that I requested a low pass over KMIA approach threatened to charge me a landing fee (I had been on an IFR flight plan as well). There were 7 arrivals that hour. I definitely see the controllers perspective above when it comes to the more "exotic" requests while they attempt to work multiple sectors, but this experience left a bad taste in my mouth. I don't know about others, but I try to go out of my way to make their life easier during normal times by talking to them whenever possible and not flying into areas that are perfectly legal but would cause major issues for them. For instance, the B and C airspace doesn't nearly cover all of the way points on SIDS and STARS. Being based in a very busy airspace, I try to stay clear of these areas at all times. Fortunately, I was able to finally get my low pass on a Sunday morning when they were even less busy...

I felt pretty lucky to travel from Texas to Florida on Monday without having to deal with airports, masks, and other restrictions. Airline travel was horrible before this started and now they are trying to make it like a military transport flight.

@pkofman I find that something similar occurs in my plane and I just move the ball slightly until I'm straight and level or the wings stop their gentle rock when AP is engaged. I've found that there is a good deal of relative room for the ball to move in the "center". Even though I think that the plane is coordinated it usually takes slightly more left rudder to get everything perfect. Maybe this is because our planes are flying at a very flat angle once in cruise and "planed out".

Yes, just like that! I find that even if it's off by 20 degrees or so the altitude works and I can "trick" the autopilot in heading mode by selecting a heading further to the right. At 45 degrees the heading bug is no good...

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.

Hmmm what does this remind me of???? how about the standard airline "30 minute" delay...

Without commenting on the broader issue on Harrison Ford still flying, I'm a little surprised at the "continue holding short" language. A lot of you have many more hours than me but whenever I've reminded the tower that I'm holding short I've received a simple "roger". or an explanation of whether there will be a further delay. The other response I've occasionally gotten is "46BL continue on echo, cross runway 13". This would be similar to "Tower, 46BL #2 in sequence at runway 9" and hearing "Roger, continue holding in sequence". Not exactly standard terminology. There's some blame to go around here I believe.