ProtoFly

My Cherokee 140 didn't have an autopilot, and my M20F also does not. I've never actually flown in IMC WITH one. I don't have a bunch of time in IMC - probably 10-15 hours total, but what my limited experience show is that I'm going to steer clear of anything that looks like a cumulus cloud, even small ones! Climbing or descending through a layer, no problems. My first 'real' flight in IMC after getting my instrument rating: Returning home from KRDU to KABE. Filed, took off in 700 ft mist, which was burning off. Given a 'depart via' clearance - something I had not yet done. Had to look up the departure, and then figure out if I could even comply. Took off, and about 700 AGL, entered IMC with limited visibility to the ground. Ultimately climbed out to 4000, and was nicely in between layers. Was beautiful. Then came the closing in of the layers. OAT was around 50 F, so no risk of icing. In the soup, and what wasn't really practiced during training happened: ATC: "Cherokee NBUGSMASH, have change to your clearance, advise when ready to copy". Hand flying, IMC, and now have to do something for the first time 'for real'. Very challenging. Trying to juggle writing, flying, and getting initially on the new heading, while trying to get the GPS course updated. Falling behind, and realizing what a great thing an autopilot would be. Then ATC did it again. And I got better at managing it. Then a third time, and developed a flow that worked for me. Like most things, the more you do it, the better you get. My M20F is MUCH nicer in IMC. More stable. But still no autopilot. Yes, it's on the short list of things needed. I bought the Mooney so that I could visit family that lives too far to drive, but well within a morning flight to spend a weekend. It's nearly perfect for the mission. Typical trip to visit family is about 500nm. What would have been 5 or 6 hours in the Cherokee, with a stop for fuel, is now a 3.5-4 hour trip, no stops (as long as I plan my pre-trip controlled dehydration). The distances covered really emphasize the critical nature of flight planning for weather. I plan for staying longer, or leaving earlier, depending on the forecast conditions. Some other observations. When I was flying to pick up my newly purchased M20F last year, I took my CFII friend with me. We alternated who was flying, as the Cherokee is slow, and there'd be multiple stops for fuel. We got into an area over Ohio and Indiana where there was a layer of what I'd visually call 'popcorn' clouds. Small clouds scattered, but cumuliform-ish. We had filed, and the clouds were at our altitude, so rather than dodge them, we figured it would be good IMC practice. Hey, they look pretty benign! Not so much. My buddy was flying this part of the leg, and he was sweating! Bumpy inside those things! The fun part was that each cloud we went through, he got better at it. We'd bounce around a bit, trying to stay on altitude and heading, and then pop out the other side, getting a nice break. In the end, it sharpened our hand flying skills, but made me realize that it's worth just staying away from cumuliform clouds, no matter how fluffy and small they look.

I just installed a SureFly on my 1970 F, left mag, replacing the Shower of Sparks magneto. So far have been happy with it, but only a few hours flown. Starts nearly instantly cold - almost 'first blade'. Don't know about hot starts yet. Right mag was overhauled. Maggie harnesses installed (highly recommend them). No radio noise from the ignition. Hoping for a long life on this unit....

Resurrecting an old thread. My F will be coming due for hoses January 2026. What hoses does this kit come with? I just installed an AirWolf remote filter kit with new primary oil lines, and it doesn't make sense to buy a kit that may contain lines that won't fit. Oh, and I inquired with Rajay, but have not received a reply (yet)...

This seemed like the most difficult part. Estimating 5% by volume. So, a little on a tongue depressor stick. Since the Aeroshell 64 already has 5%, it seemed 'safe'....

Update on the topic of the 'Dukes grease'. I mixed Aeroshell 64 (Aeroshell 7 with 5% Moly) with another 5% of moly. Really, REALLY dark and slippery stuff. Removed the actuator, and when I opened up the gear area, it had a much lighter color, but still 'fresh-ish' grease in there. Cleaned it all out very thoroughly, checked backlash and wear (all good), and then packed with the new mixture. SB completed. Filled up a small grease gun with the new mix, ready for the next year. I really was surprised at how small the gears really are. I expected something a bit more beefy.

I looked into this - would still require a field approval, since Duncan pulled the STC for the F, pending new drawings. Installer (me) is willing, but dealing with FSDO....maybe not so much. I've been told that Q2 is the timeframe, and I can wait...

I've been in contact with Duncan since about September last year. There were problems with brackets, which required them to re-engineer some of the parts, and thus, while I could have purchased and worked with a DER for field approval, the STC was not valid for my model 'as is'. They've been very communicative, and it looks like hopefully Q2 this year the STC will be finalized.

Just waiting for the STC for my F model for either the Aerocruze or Trio. First one out wins my $....

I'll be pulling the actuator in a couple days to do the cleaning and re-greasing....Hoping for the best, but at least there'a hope that if the worst is discovered, there will be (soonish?) a new set of gears available! Thanks for your work on this!

I thought the original change to 'Air Missions' was a dumb waste of time and resources, and equally a waste of time and resources to change it back to 'Airmen'. Fix the system.....

Just got two new clamps for my Rajay Turbo Normalized install. They don't look any different than any other V-Band clamp from Summit. Well, except for a serial number etched in, with a part number. I'd HAPPILY replace every couple of years at $30-$50 each from Summit, vs $400+. Most likely the same part, same manufacturer, but someone gets paid to stamp some additional numbers, boosting the price X 10. :-/ I will say, though, that the clamps I took off were likely the originals, stamped with Hughes Aviation part numbers. One was in fairly good condition (the one the AD would cover), and the other was barely holding on. This being the first annual since I purchased, I expected to find many items that needed attention, and I haven't been disappointed!

Thanks. That's what I was hoping for.

Sort-of Necro-Thread Post: Adding a SureFly to my Rajay equipped M20F. SureFly said I should maybe go with Champion for higher altitude flying. OK - Reach out to the person at Champion recommended, and get nothing back. So, I think I want to go with the Maggie harness. Anyone have any feedback with regards to the Maggie harness and high altitude? I don't plan on flying in the flight levels, but would like to know if more than 12k feet is likely to be a problem or not....

Thanks for all the information. Seems it's not rocket science....

Seems LASAR is out of stock on the dukes gear actuator grease. I checked the website, then called - left a message....twice. Does anyone have any recommendations? Should I obtain Moly and Aeroshell 7, mix it myself? Or what are you all doing? Side note: Wondering why CV Joint grease wouldn't be a better lube for these? High molybdenum content, extreme pressure, flows better than 'grease'...

I don't think there's anything ENGINE internal that has anything to do with the fuel system and a clogged injector. That sounds more like a fuel pump failing to me, or contaminated fuel, or something else bad in the fuel injection system that's throwing metal. (Disclaimer: I'm not an A&P, but am an ASE Certified Auto Tech, and I do assist in a shop with the hopes of one day getting my A&P). That's not to say that you might not have things going Tango Uniform in the engine, but I don't think they are related to the injector clogging. Side note: I also have the Rajay turbo. How's the heat in your plane? Mine sucks. And it's cold outside! My plane is in annual right now, and I'm getting the door seals replaced, and sealing any air holes I can find, but the heat just seems....weak. My Piper Cherokee would cook my feet if you put them on the tunnel vents!

Good to know, since I am turbo-normalized. I've decided to go with the SureFly, and replace the left mag that has the Shower of Sparks. Meanwhile, the right mag is being sent out for its 500 hour. Going with Shrike-Aero, since the turnaround time is about a week, and other places are running a month or more, and they have a 6 month warranty. I will admit that there'a a part of me that would like to replace the right mag instead of the left, simply because the right mag is difficult to get to, but once every couple or few years...meh...whats't difference. Meanwhile, the annual goes on.....

It's a roughly 3"h x 4"w x 5"L black box on the passenger side. Most of the wires to it are clipped and capped. I'm thinking about unplugging it and seeing what (if anything) doesn't work. On the ground, of course. Ill also pull it out and see if there's any labels underneath it....

Leaving aside for the moment the debate about Magneto vs Electronic ignition: 560 hours on the mags, but 18 years, so would like to have them IRAN'd. I'm located Eastern Pennsylvania. Pretty sure no matter what, shipping the mags out is going to be the fact, so the bigger question is, who does the community recommend for mag inspections?

It is as upgraded as I can reasonably afford, short of an autopilot. Has two G5's, GNS530w, EDM-830. Overall I'm happy with the panel. Which is why I'm trying to get rid of all the extra stuff...

Given that the autopilot was removed, and I can find no reference in the wiring diagram for this black box, I'm inclined to agree with you. And yeah, wires remaining are marked with blue masking tape, barely legible. im going through all the wiring, eliminating anything to do with the autopilot, so as to make room for a new one maybe in the spring. I expected the first annual to be lengthy and cost more $$, but end up with a better plane.

Yeah, literally just hanging there. It's a bit of a mess back there...

Makes sense. However, no override switch that I can find. More fun to be had.

And... I think the VEP 654 switch is SUPPOSED to be for avoiding the landing gear coming up on the ground, but I'm not sure it's wired in at all... So, that leaves the 'black box'...

To add to this, a pressure switch attached to the pitot line, with all but two wires disconnected. Wondering what this is trying to do, hanging there in space. My A&P IA hasn't seen either device before, but is all in favor of removing no-longer-used wiring and crap.