cliffy

How does it fly with the PC/autopilot system off? Make sure the AP AND the PC systems are off and unpowered (no vacuum to the PC system) and make another flight. You're grasping at too many variables at one time right now. With all of that stuff unpowered and no vacuum to the PC fly and see how well it holds a straight and level heading. If it falls off quickly 1-4 seconds then you have a rigging problem If it stays straight and level for 10 seconds or more look to see if your ailerons are faired with the rear edge of the flaps. If one is way higher than the flap trailing edge you have rigging problem. If both are above the flap trailing edge its still a rigging problem

What about the LUBE requirement every year on the Power Flow?

How much do you want to bet that the "special" bolts are in fact standard AN bolts that have been ground or milled to the design needed to fit the application?

Well aware of the later but visualize the airflow and which one would disrupt the steady stream less when passing through? Which one would have a smaller flat plate area? Which one would have better efficiency with the same HP input? Blunt and bulbous vs streamlined. Apache vs 310 of the same vintage. JMO as always :-)

If Mooney had made a twin :-) Closest thing you'll find to a Twin Mooney

Some of us remember when we first read them all Like when they came out A long time ago.

Because of weight (too light and not pure jet) it can't be called a Type Rating but for all intent purposes it is a Type Rating you have to get to be legal to fly an MU2 today. It really needs to be flown like a jet. IMO It was designed to use unimproved airfields and short runways (in the beginning) but I suspect some of the demos then were well below Vmc MU2s are slowly going away, Mitsubishi has said in the past that they would support them till the last one dies but in the background they are being bought up and cut up (by the factory. ?) I think all the 3 blade powered MU2s are already in their graves. It got a bad rap supposedly due to icing but it was shown to do well in icing even though there is a restriction in the flight manual now on icing conditions. At least one was lost due to an unqualified pilot going into reverse in flight to get down faster. I've got some time in them but I'm far from an expert on the airplane

The one I saw even had the wrong gear motor in it.

As I've postulated on another thread (Trutrak) there are ways to get the FAA to do something when one office has slowed down. Congrats on the extension and now your real one will show up Weds. :-) :-)

SO one TT, One WAAS GPS and a 6 pack of steam gauges will give one a fully capable A/P even for LPV EXCEPT the A/P can't be driving the airplane below 700 AGL. Legal to fly anywhere in the USA IFR all day long as long as one has communication capability (one comm system)(430 covers it all). No backup systems but fully capable all in all. No auto trim or MACH cruise settings, auto-throttles, triple redundant A/Ps or fancy stuff like that. The one button push for level flight feature is the biggest safety feature of all. This can save lives. I'm not a TT salesman but I can see good things here. My wife wants it more so than me! Now one final drop kick- In looking at the Mooneys access to the roll control for servo install may be somewhat difficult. In looking at mine I see access to elevator and rudder control is quite easy back in the radio rack area. With the spring coupled roll/yaw system we have I bet a good out come could be had by using that approach for servo installations. Mounted underneath the shelf push pull access would be simple. Ever tried to fly just using the rudder pedals? It flies nice that way. There was at least on autopilot approved years ago for left/right only that used the rudder for same. I'm willing to bet good flight characteristics would be found that way with our airplanes with our roll coupling spring. I'd like to take mine Experimental and try it or maybe go the "Basic Airplane" route and use Experimental electronics. I've got to find that old thread on someone who went BASIC with a C150. Might be a better way to go for the older airframes. Anyone know where it is? Great input here from some very smart people in the industry TOTH

OK I'm lost here Greg What am I missing - what besides a compatible GPS input and pitot/static does the TT need to perform (up/down, left/right, alt hold, etc) the internal functions that are built into the TT autopilot? All I want is GPS tracking or wings level and with pitch command and alt hold nothing more. I won't need the extra 2 AIRINC inputs as I see it. Can't one fly legally IFR with just one WAAS GPS unit and nothing more in the panel? Won't the TT do its functions (down to 700' manual VNAV) with just that input? In looking at the block install diagram I see nothing more required? I guess I'm lost or its too late at night to understand what you are saying. And Thanks for all your comments here. It is much appreciated.

Navi Believe me when I say i understand what you are saying BUT "engaging a specialist" was brought up many months ago. What's the 'specialist" been doing all tis time? I've worked for large ECM companies with large dark programs and I've had my own couple of companies in my life. We're not talking rocket science here! Certifying Mooneys is a simple project. Really, its not that difficult to accomplish. If the hang up is the FAA then BK should say so and there are ways to get them to move (as I have postulated before. I've done it). Its real easy to sit back and say its someone else' fault' Its another thing altogether to get in there and get it done. They are missing a huge marketing opportunity with the one button push for wings level with the vast majority of older SE airplanes out there. They could push that aspect heavy with the right advertising and sell thousands of autopilots. How many hundreds would they sell to Mooney drivers? Lots of hundreds is my guess. Its just leaving money on the table in a downturn year. People have the money to spend for the right products. They are losing money every day of the delays. Here's a cut from their own website FIRST PAGE- “We get feedback from customers in lots of different ways,” said Neumann, Vice President of Operations and Product Support for BendixKing. “But there’s nothing like talking with pilots who are passionate about airplanes and rely on our avionics every time they fly.” How about this guy getting on here to get "feedback" on HIS operation? He's free to call me any time but somehow I think that would never happen. Talk is cheap, action is better than words, if he comes here I'll fwd my phone number to him so we can talk. I've got $100 saying it will never happen. Way back when, when BK took over TT much was commented on how bad BK customer service was in the past. Probably more true than false. History has a practice of repeating itself. I fear they are far to top heavy with the Honeywell way of business. Next time I'm going through ABQ I plan on stopping in on them to see if they really do want to hear from pilots (always respectfully) LEARN MORE

So pardon me for jumping in BUT- Weren't we told ALL the paperwork was in the hands of the FAA and we were just waiting for THEM to sign it off? That's been the story for well over a year and NOW we hear that BK has just started the certification process last week? WHAT AM I MISSING HERE? Some of us have been waiting almost 3 years for this and now AGAIN its just starting the process to certification? Pardon me if I don't hold my breath waiting for this one now.

I guess after rereading things I'm still screwed with a 64 D

For those of us not in the know Can you list the minimum installed equipment required to make the autopilot a working piece of hardware. Say working off an early generation of GPS for left/right & up/down (155 TSO GPS) I presume a new Garmin could be added for additional cost Maybe an itemized list with even ball park pricing for those with no Big G equipment on board?

There is also an Ombudsman in the FAA for problems that haven't been addressed by the rank and file. I've used them and the response was almost immediate. But I do think its being looked at backwards, You haven't lost your privileges' Its just a paperwork issue Again what would happen if you left your wallet at home and went flying and had a ramp check? Not much but it would be on you because YOU left your license at home. Now its there issue.

Maybe a new view point is in order Not valid after 120 days may be because they don't want 2 "valid" licenses out there at the same time. Ya think? And NOT that you don't qualify for the certificate? And not that they have revoked your certification? You passed the check ride and you qualified for the license. You were given a "paper" copy until the plastic arrived. The plastic, if it was mailed but lost in the mail, is still valid. You still qualify for the license. Its not that you don't have the requisite certification. The "proof" (the actual plastic) is all that is missing. You still have the "paper" license even if it says its out of date. They haven't pulled your new license. If a ramp check were done what's the worst that could happen? You show your "temp" license and all your paper work in trying to get the "proof" and lay it back on them. You've done your due diligence. You can do no more. But keep trying. And keep the paper trail of contacts. What if you had a job flying commercially? Are you required to be out of work until 'they" get their act together? I think not. I'd keep flying and keep trying to get the plastic. The problem is there's and not yours. As far as insurance goes- you have a valid certification on file at the FAA, it has not been revoked by the FAA. The problem is more akin to driving but leaving your license at home. your still a licensed drive you just don't have the proof in hand. Anyone from the FAA or LEO can get the information after a little investigation. As can the insuranc company.

Seems I recall tire tube patch kits from long ago :-) :-) They never seemed to fail?

Its just the FAAs way of doing things :-)

History lesson on tubes There were SHORT stem and and LONG stem tubes way back when. Finding a SHORT stem tube today is like finding gold in the parking lot. They don't make them anymore TIKO The cure that some have tried is to use an 8.00X6 90 degree valve stem tube. Some say it fits perfect with no fold overs inside the tire to wear through. Some reports of it lasting the life of the tire.

Don't forget that paragraph (c) requires you to put the plane on jacks and swing the gear and check the over center torque values Specific approved tools are required for this check. A&P for the sign off. This AD is not just a lube it and forget it deal. Many, my self included, have had to do it 2 months before the annual Being an AD it doesn't qualify for the "overage hrs" to get it to a shop to perform the AD. Its a hard 100 hrs therefore you will always be doing it shy of the 100 hr mark- NOT over (98, 99, but not 100.2). Triflow works fine for all the lubrication. For most folks just wiping the exposed rod ends with a rag after lubing keeps a lot of the dust and grim from collecting as they don't live out west in the blowing dust and winds. For that I use 100% silicone spry but I do it about every month on the exposed rod ends just to keep them lubed, Takes about 10 mins for the entire airplane, no panels need to be pulled for that. I wiggle each one also just to make sure they rotate (all except the flap rod ends).

Don't know where you are based but if you are at a high altitude airport that will impact the high RPM numbers due to lower HP available. For your short airport DO check the RPM with another instrument (even a phone app would help) before you try flying.

Make sure you write down everything you try and the dates and times for a written record. Document everything, every phone call, every email (with copies and dates, etc Nothing beats a good paper trail

The biggest issue with Brittian alt hold is the trim eyeball There are 2 types IIRC one plastic and one brass The brass one is the good one IIRC BUT it MUST line up in the center of the eyeball when unpowered. That is the crux as these are not available any more. Finding a good for replacement is like finding gold in the parking lot.

I know of one Mooney that has geared up 3 times and only 1 made to the log book All 3 by the same pilot.