Ryan ORL

From my Googling, I think it is also a Cygnet CA3112-G.

Yeah it seems to fit fine, although if they had any trouble with it, I don't know

Unfortunately those prices are very real. Back when I still had my KAP 150, my switch failed, and we weren't able to find (at the time) a shop that could fix my switch in a reasonable time frame. I paid around $1500 I think. I was told it was a special order item from Honeywell. I had the Bendix King (Honeywell) 200-2960-00 Pitch Trim Switch. When I ripped out the whole BK system for my GFC500, I ended up selling the switch on eBay for like $500.

Not that this possibly-a-transient guy would know this, but until very recently (gone now but as recently as a couple years ago?) the TPA at SGJ was published as 800. It was definitely 800 when I did my PPL there in 2007 and it was the outlier that I used to point my students to. Guess the FAA finally changed it. Anyway, if he was a local, this wouldn’t necessarily be uncommon.

I echo the above comments about dumping the KFC150 and maybe selling a couple of the GI-275s to recoup some cost. Just do the GFC500. I absolutely love my G3X w/ EIS plus GFC500/GTN650 combo panel. I just cannot see dumping that many AMUs into a halfway solution. Once a G3X is involved, you're at least cutting a whole new panel and hopefully tearing out a ton of the old wiring. Why not just get it done with? You know the GFC500 will be will supported for years to come, and you can dump all the old wiring. And I certainly can't see spending more money to get into a G500 setup just to keep the King autopilot. Plus you're getting a modern digital autopilot that supports VNAV and all the other vertical modes you would expect. My airplane had an Aspen and KAP150 when I bought it... and I had to have it repaired at one point also. Sarasota Avionics has basically one old guy in his 70s who used to work for BK and is their "King autopilot guy". It was super expensive, a lot of money was wasted debugging it, and in the end, I never felt confident we wouldn't be working on it again very soon. One of the biggest motivators for dumping all my money on avionics was to just be rid of the old stuff and not have to be stuck dealing with a (decreasing) handful of shops that are willing to work on that stuff. Fwiw, I sold my old KAP150 head unit and BK servos on eBay and I got at least $3500 out of the lot of it. If you don't go that route, I also echo the other posters and say, pass on the G3X or G500, just do 3x GI-275s. (Attitude/HSI/EIS) The install will be much simpler... I wouldn't rip up my whole panel to keep a bunch of legacy stuff around.

I did a small calibration test on the fuel totalizer… through about 16 gallons it was off (high) between 3-4%. So not perfect but pretty close. I will run a better calibration soon on a larger sample. So I pulled my most recent takeoff log… Max fuel flow hit 20.7 gal/hr (29"/2690 rpm). If my quickie calibration is roughly correct, that would correspond to around 19.9 or 20.0. EGTs were in the 1160-1180 range for the most part. My plan, I think, is to fly it this way and maybe dial the mixture knob back one turn or so to aim for around 19 on takeoff. Meanwhile I will see what the engine shop thinks. I’m reluctant to mess with anything else until annual probably, which is coming in a little over a month. I will finish the break-in within the next week or two, I hope.

That’s a pretty good guess, I definitely saw around 1150 I want to say, but I will go pull the SD card tomorrow and take a look.

Correct, no changes. Seems like it’s the right unit at least.

Going to do that this week because I’m sure that sensor was touched during the install. It was previously accurate to within less than half a gallon over a 50 gallon burn.

It does make full static RPM, even when full rich. I'm guessing it might be not the right size nozzles... we'll see what the engine shop says.

Yes, the servo was an overhaul exchange unit from Avstar Fuel Systems. I am guessing it was configured incorrectly.

Yes, all my accessories were overhauled. The mags were overhauled by Quality Aircraft Accessories.

Hey all, tl;dr - New engine is running richer than the old one and I believe it is causing the mag checks to be rough I just had my IO-360-A3B6 major overhauled by an engine shop down in South Florida. They ran it 3 hours in the test cell and it's back on the airplane now and I've done a couple break-in flights, and fortunately things are mostly looking good so far, and my install shop has helped me fix a few gremlins w/ the (also freshly overhauled) governor, etc. However, one remaining issue is that my mag checks are considerably rougher than I would expect, dropping in some cases almost 200rpm. The mags seem timed close to each other, the split isn't much. Yesterday I decided to debug this issue a bit, and I noted that there is the proper rise of EGT on all 4 cylinders on both mags, so I don't think there is any issue with bad plugs. I had noticed that on my first takeoff (when I was watching all the indications quite closely) that my takeoff fuel flow was higher than normal, hitting around 20.5 gal/hr. My old engine hit around 18.5 gal/hr on takeoff. (From my research on the forum here, that seems to be the correct value, approximately) Takeoff power felt normal, and probably a bit stronger than the old engine, and I suspect my old engine was down a bit on performance, so a bit higher fuel flow isn't terribly surprising, but I didn't expect that much more flow. Anyway, based on this, I suspected that my full-rich mixture setting is a too rich. So I repeated the mag check with the mixture slightly pulled back, and the mag checks were totally normal. I also noted the full-rich runup RPM (2000) fuel flows were also higher than the old engine. I suspect the fuel flows are higher across the board. Based on my reading, this is basically not adjustable... so I think it's potentially an issue with the fuel servo and I guess I need to contact the engine shop for their opinion?

I had a hell of a problem with hot starts on my IO360 when I first got my J. Swapped the mags, plugs (fine wires), etc. Tried every single "method" out there. They would all work most of the time, but occasionally it would be difficult. I also sometimes let a friend fly my airplane, and of course he would always have trouble. Decided that I was sick of this crap. I bought a SlickStart and had it installed 2 years ago. I've never had an issue starting, hot or cold, ever again. It just starts, always, without exception, without any special incantations or messing around with flooded start procedures.

I don’t have any K time so can’t comment there, but I have flown my J around the Rockies a bit, landed at Leadville, and operated at a few other high altitude airports… it does fine, really. Obviously I wouldn’t do it midday in the summer at max gross, but the runway and climb performance was plenty adequate for my wife and I and a bunch of bags and maybe 40 gallons onboard for the really high airports like LXV. That’s a lot of flying miles in a Mooney. I operated from COS and GJT with full tanks without any issues either. To me the real question comes down to whether or how often you plan to fly on oxygen. I personally don’t want to (flying with our dog) and so I flight plan to avoid the need for it. You can get really anywhere at 12k without going too far out of your way… but if you wanted to go *over* the rocks, obviously you need the turbo. If I lived out there I would probably have a turbo, but I don’t think I would really *need* the turbo except occasionally.