Pinecone

It depends on your situation. I retired to a higher cash flow.

I feel that advanced avionics are safety items. But you do not automatically get the added safety by just installing them. You have to learn to use them and practice with them. I am a HUGE fan of flying practice approaches by hand. But if you are not flying coupled approaches on a regular basis, you need to through in one every practice session. And the person needs to be trained to accept the help. Look at Cirrus. Early days, their mishap rate was the same or higher than similar aircraft, even with the parachute. A vigorous training program turned that around and people starting using the parachute. And there is always the fact that most times, the pilot feels they can handle it and does not need the help. Until it is too late and the help can't help. So, like so many things, it is combination of good equipment and good training to make a safer system.

Exactly. I took off from NE MD last Friday and all the surrounding airports were reporting VFR, but one above traffic pattern altitude there was NO horizon. The only thing you could see was almost straight down. And once I climbed, that was even pretty much done. The smoke/haze layer stopped at 15,000. I filed some actual IFR, as there was no horizon reference to fly.

Have to mount the tank to FAA specs for a 40 pound item. Run the tubing and wires, which means pulling a good bit of the interior. The injection plate will change the angles of the throttle and mixture cables. It is 60% alcohol and 40% water, so you have to carry 3 gallons per refill. And typically they use methanol, which has issues with aluminum. In the old days, when the system was designed, it was common to climb at 25/25. But these days, the way to do it is full throttle. If you buy it by the 55 gallon drum, it is about $9 per gallon. Plus delivery. So 3 gallons per tank is $27, divided by 5 TO, is $5.20 per takeoff. Plus the costs of the system and install. And this is to use a fuel that is more expensive than 100LL at this time, unless it is subsidized. Versus buying a $600 STC and burning a 100 UL fuel. That may cost more at first than 100LL, but many are predicting that since it is blending from components found at any refinery, and not special handling or trucks, it will be blending in more places, and even if the price doesn't go down due to competition, it will reduce transport costs.

That would be interesting if it could be done. Would that have to approved as a AMOC? Or how about welding it all the way around the tab?

No, this only covers the clamp between the turbo and the exhaust pipe. I am hoping, someone will make a batch of replacement clamps that are riveted as an AMOC to do a one time replacement and move on.

Another place that can do repairs is Larry at Sarasota Avionics at the Sarasota location. He did some minor repairs to mine when I was there for other work. I agree with the others that I would not install one. But I would (and did ) buy an airplane with one and fly it until you are ready to upgrade.

All the time over 25" I have a turbo. And I climb at full power to mid-teens, so a lot of ADI fluid. So a simple $5K - $6K for the STC. The GAMI STC is less and an AMU. And install? And will all airports have ADI fluid? How will they handle it? Mix it? Get it into the plane? Or are you going to have to carry extra, like TKS fluid?

Maryland is $15,000 for property damage

So one mishap indicates the cost for all of them????? I friend was t-boned yesterday. Totaled car. Even a cheap car these days is over $20,000.

Yeah, $10K goes a long way when the person t-bones a brand new $50,000 or $80,000 car. If you only own cars worth less than $10,000, it is fine.

I also don't know when he bought his airplane. I started the process spring last year.

https://aviation-safety.net/wikibase/315246 N1025C 1 occupant, fatal. Occurred in initial climb.

Just in general, THANK YOU for the input. I will double check some of these things. And it also helps to explain why I thought about doing things that way I did. And now is good, plenty of time to make changes.

I fly some G1000 C-283 for CAP. And still use my iPad (full size in the 182). And being a CAP pilot, I get the Fore Flight Military package, with all the bells and whistles for free. But yes, a bit of over kill. The G3X has a GPS, both GTNs have GPSs. The 760 has one also. And I think the GTX-345 has another one.

I have my iPad Mini mounted quite low, so it doesn't block anything. I will take a pic later.

That is in the plan, just not on this concept. I will keep the Mid Continent clock with 2x USB-A and put a dual USB-C on both pilot and copilot side. I will check on the blocking of the autopilot. But I have seen pictures of several Mooney panels with it mounted in that area, and no one mentioned any issues. I think there is a space just to the left of the stack that is not blocked by the yoke. But that is why I moved the switches up, I can't see them. I just prefer an audio panel with buttons.

STC for ADI system. Cost of ADI system. Cost of installing ADI system. Reduced useful load from ADI system. Chance of pilot forgetting to fill ADI system, or no fluid available and being engine out at 200 - 300 feet on takeoff. Also, the Red Box or Red Fin will be larger for running in cruise without the ADI. But it is available. https://www.avweb.com/features/the-return-of-anti-detonation-water-injection-adi/

We need to start like BT and jokes in Green font. Or at least put a smiley. Thanks. I learned a lot of the topic from the car world and fighting the ignorance. A number of years ago I found a great article online by a petroleum engineer for Shell. He drove a Corvette. The funny thing was, we spent decades getting people to under stand that no, putting high octane (or AKI) fuel in your car will not increase performance. Only to now have all the whizz bang controls in modern cars that many times you will get better performance with high octane/AKI fuel. In some cases only in certain conditions but other cars, all the time. My E46 M3 gives max performance at about 96 AKI. Below that, even normal pump premium, you are losing performance. But only at or near full throttle. BTW, most race tracks have pumps with 98 AKI unleaded fuel. It makes AVGAS look cheap. But for my car, for track days, I run about a 50/50 mix of 93 and 98, slightly biases to 98. So right around 96. You can feel the difference. My 1995 E36 M3 Lightweight has a Conforti chip, and it runs MUCH better on 98 race gas.

I know you know that all plastics are not the same. There are MANY different materials called plastic. Some are resistant to solvents, some are not.

That is 100% wrong. If you go through USAA you get a special number for Falcon, and it gets you to a group at Falcon that only deals with USAA customers.

I just put a bunch on for place holders. But there are 2x Alternator Switches (dual alts), Low and High Boost pump switches. Landing and taxi light, Recognition lights, nav lights, strobe lights, beacon. Probably dual avionics buss switches. Prop heat. Currently switches for Electric Trim and the Aspen, that will go away. So at least 13. And I want to group them logically, like all the lights in the same area, with those you turn on and off (landing and strobes) most accessible. The software I used does not have the load meter that is currently installed, so I stuck in the ammeter as a place holder. My current gauge shows load on each alternator and total load, with a push button to read volts. But volts also read on the current JPI 830 and will be on the Garmin EIS

The KAP-150 (currently installed in my M20K) will maintain the current pitch angle and roll wings level when you engage the autopilot. So it will sort of help you out. If you put the ALT button, it will pitch to hold the current altitude. FYI, my KAP-150 DOES have pitch oscillations at times. If I just tap the CWS button, they stop.

Vapor pressure for one. AVGAS has a single vapor pressure no matter where you buy it or what season. Mogas varies as to climate and season. One reason that many low wing aircraft have to have modifications to fuel system to deal with northern winter mogas that is still in your tank when you are arriving in FL. Pump gas octane on the pump is AKI, which is the average of MON and RON. You have NO indication of what the actual MON is, which is basically the same as the AVGAS Grade. There is no standard for the spread of MON to RON. Typically, top tier fuels are kept to a spread of not more than 10 points, but that is NOT required. So that 93 mogas you buy, 88 MON, but it could be less. That is OK on an engine rated for 80/87 (the 80 is the MON), but not so good for an engine rated for 91/96. Where are you finding lead based octane boosters? All the ones that are commonly available use a "lead substitute." And unless you are adding actual tetra ethyl lead, you are now a test pilot. Oh, and as a double whammy, many of those octane boosters and alcohol based. Oh, and you are also operating illegally, as your TDCS does not approve use of mogas. So unless you have an STC for mogas, you are both a test pilot and flying an aircraft the FAA and most IAs would consider not airworthy.

As far as I know, that is what is available. If someone knows of a part number for a rivited clamp, and where to get one, PLEASE let me know. Or if you are ordering one, order me one while they are in stock and I will pay for it. But I would also not go by the picture, as it has probably been on their page for 20 years.