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The Sun-N-Fun fly-in is next week, Tuesday through Sunday. I will be spending most of the week at the Dynon Avionics booth in southwest corner of Hangar B. Please feel free to stop by for a demo of the Dynon equipment and a quote on a panel upgrade.

Alternator mounting bolts were loose. - tigtened strobe light one side was out - Replaced with AeroLEDs - $1000.00 Have old ones for sale Compression on number 1 was wonky/leaking would sometimes come up. Staked, no bueno. Tossed valve into cylinder and reamed with .4995 ream. Used grabby things through spark plug hole and top of cylinder and screw driver through bottom spark hole to get valve back in. found cracked insulator of bottom plug. Replaced. Retested compression and passed with 78. Greased landing gear Washed engine down with mineral spirits. Replaced fancy ELT battery $275.00 Emergency gear test. Lubed all pivots with Triflow Pitot/static test passed on Dynon. May have leaky legacy ASI

This went from "this is cool" to I love my dysfunctional family in two post. So I'm jumping in on the dysfunctional family Side IFD440, GNS430w, flight stream 210, Dynon HDX1100, GTX345, GMA340. Unfortunately the Garmin side of the house doesn't want to talk to the other family members. So I had to install another ADSB-in with the SV472. Replaced a JPI 830 with the Dynon EMS. Its an interesting home: but fun! I flew in the Army for 30 years and the Army was always behind on upgrades. Seems to be improving some

Starting with this: The transponder in the pic has already been changed to a Stratus ESG which will work until the Dynon system is in. The current step is to upgrade the navigator, which will ultimately an IFD540 or 550. I don't have that kind of money right now, but I must have a navigator. So, @Jesse Saint is going to install a GNS 530 as an interim solution that will serve my current needs and have negligible installation rework when it's 540 time. It would be nice to get the ADF and DME out as well, maybe the Hobbs too. Lots of negative space could be opened up, maybe enough room for my iPad mini. I am considering whether to install a PAR200b audio panel right now as well to fully eliminate the KX-155 presence, and have fresh stereo audio infrastructure. That may be something I do later, probably have to sell my motorcycle to do it now. Whether I do the AudiCom now or later, the next major upgrade step will be the Dynon HDX system. Most likely will be late 2024. Anyway, I'll post the progress here and share things I learn along the way. In the end, I hope to have a tidy and well-integrated panel.

I ran across this video about the Dynon factory. At the end of the video, they talk about the AP certification process and the J model testbed is prominently shown in the background. So something is really going on! Maybe it will happen in 2024... Has anyone heard how close it might be? Behind The Scenes at Dynon Avionics HQ (youtube.com)

I recently acquired a serviceable when removed insight strikefinder with the antenna and connectors. The sensor cable would need be purchased new from insight for $235 plus shipping. I took the unit over to a local avionics shop to get it bench tested and tagged, but I found out that only Insight can do that. I also talked with the avionics shop about installation costs and he also said that nearly no one installs them anymore because of other newer things available. I'm starting to vacillate on installing this, as the cost seems to be much more than I had originally thought, and I don't even know where it could fit on my panel without moving my Dynon D2 off of the panel. Does anyone have any advice for me? I called insight and they said they could bench test the unit and antenna and tag it for a flat $400... suddenly, what I thought would be a fairly cheap addition to my panel would end up being around $2500, if I assist in the install. Am I better off trying to resell this and going in a different direction?

I recently found the fuel gauge table in the Dynon Sky view is editable. Using my wood paint stir calibrated stick and the current voltage and the stick I am making the measurements pretty darn accurate.

What would you do? I just had a new reman from Western put in my 66 M20E with a Ray Jay. I would like to get a temporary engine monitor. This new engine took all my money for now but would like to get a Dynon system next year or a little late. What would be the most practical and efficient monitor to get for the interim time? Preferably if possible used. Thanks, Dick

Looking for a 880010-503. Lasar calls it a “universal CHT probe”. Plane is down for an engine upgrade, and my CHT probe had just failed. I have a JPI830, so I wasn’t too concerned, but it’s not a primary replacement, so my factory CHT really should work. The STC for the upgrade calls for remarking the factory gauge, and I know my IA is going to want it to work. The green will now start at 300F. Someone have one they would part with for a reasonable fee? No sense in buying a new one, I’ll be going with a dynon skyview HDX as soon as it’s approved for the autopilot, and I plan to do the engine monitor with the dynon. thanks, Bryan

I don't know for sure, but it sounds like Dynon started the J and K together and then only recently realized that the F is like the J. But, although we think of the these planes as just one model or another, Mooney tended to make changes along the way and each one has to be researched and analyzed to determine if it matters or not. The reason the engineer came out to visit me is that I have a 1994 J and they noticed part number differences between early (of which they own an example) and later model Js. Sometimes the part number change has nothing to do with dimensions and sometimes it does. Also, sometimes apparently Mooney changed dimensions but used the same part number if the parts were interchangeable. You cannot tell without the manufacturing drawings which Mooney does not release. So they have to make measurements an actual airframes. In my case it was an elevator bell crank he was interested in, but he also noted that my rudder push pull tube is not the same diameter as the elevator push pull tube and in Dynon's airplane they are the same.

I don't want just an AP! I want the full Dynon SkyView, but Garmin is so darn picky about compatibility between their AP and non-G electronics, and even those that they do work with don't get access to all ifnthe AP features. Nit sure how much longer I want to nurse my Brittain units along . . . .

Spoke with them a couple weeks ago, anticipate 6-12 more months before decision letter from FAA, barring any delays...they won't know which models will be covered until they receive the decision letter...I'm not expecting they will get anything inside of 18-24 months, if that...hopefully I'm wrong but I'm not willing to wait any longer...would love Dynon, but looks like Garmin

Here are a couple of pics of my new panel. I’ve watched this space for years and have been inspired by all of your pics and comments. I hope my experience provides some inspiration to others. This upgrade is the second phase in what I envision will be a 3 phase project. When I purchased 11Q (1965 C model) 8 years ago it had a “shotgun” panel on the left side and typical engine instruments on the right. Phase 1 was to completely redo the left side into a traditional “6 pack” layout. At that time I put in a Sandia Quattro ADI. Phase 2 brings us to where we are today. Equipment installed: GI 275 GFC 500 (2 axis) PMA 8000 (previously installed) GNS 530W (previously installed) GTR 225 GTX 330ES (previously installed) JPI EDM 900 GSB 15 Phase 3 (TBD) replaces the vacuum driven DG (and removal of the vacuum pump) with another GI 275 and installs an upgraded navigator. I was planning to install a Dynon system but the lack of an autopilot, or even a clear path to one for the short bodies, sent me in another direction. Once I decided to go with Garmin I went all in. I considered a G3X Touch but the price and the desire to retain some of the “vintage” look drove me towards this solution. I kept the original yokes for this same reason. Finally, what you really want to know; Phase 2 was 58 AMUs and took about 4 weeks. Done at a well run shop on the East Coast.

Boeing embarrassed the FAA with the Max debacle, specifically the Seattle ACO (Aircraft Cert Office). Unfortunately due to Dynon's geographic location, they mapped to the Seattle ACO. The FAA has vowed to never be embarrassed again, and the certain way to do that is to never approve anything. Ever. Their funding, promotions, existence, etc. are not tied to any performance metrics like number of new approvals. I believe Dynon "moved" to the Anchorage ACO last year, but I'm not sure if they requested it, or if the FAA re-assigned them to help them get approvals. Even with all of their progress and history, you can bet the new ACO engineers on their project also don't want to be embarrassed, so I bet they had to spend a lot of time going over previously submitted data. Maybe it will ultimately be faster than sticking with the Seattle ACO, but who knows. Garmin reports up through a different ACO, with different interpretations of rules, etc. and are able to get things through much faster. I don't believe it is because Garmin is "better" either. Harmonization between regions of bureaucracy is a fantasy. And all of the Garmin servo failures/service bulletins/recalls probably make things go slower for Dynon in an ironic and sick twist of fate.

If you will note the F is listed on the certification schedule. "Mooney M20 Exact submodels and serial number ranges are TBD and subject to change. Dynon's M20J demonstrator aircraft represents “mid-body” M20F-M20K airplanes, and models within this group are the most likely to be approved in this project. The M20-M20E “short-body” airplanes are similar; it may be possible to approve some of these in this project as well. This project is not likely to include an approval for “long-body” M20L-M20V airplanes." Dynon tried going through Alaska but it still goes through Seattle for the Baron.

The Dynon engineer that came out to make measurements recently on my J told me they are working through the FAA in Anchorage, not Seattle. Dynon’s still working on the J and K certification. It’s not done and sitting on a desk somewhere. From what the engineer told me, it seems they began the process with the J and K together as one certification and then thought to add the F later and the FAA wanted more data on the F. But, I didn’t grill the guy. It’s always satisfying to understand why things are the way they are, but the important point is that, for whatever reason, the J and K are in the pipeline and, at least as of today, other Mooney models are not. The intent of my post was provide the latest available information, not to bash Dynon or the FAA.

This is all on the FAA. Their miss on the Boeing is what gummed up the works. Basically the paperwork for Dynon sits on the desk for months at time waiting for the guy to sign off. People have tried several ways around the Seattle guy. But all the Autopilot stuff goes through there. The Baron is done. So maybe the Mooney will get it's way through. For those that ask, the Autopilot software is already in the Skyview screens/computer. Along with the D10A has the autopilot software. It is just a matter of hooking up the servos and configuring the autopilot. Funny enough when they sell you the system the STC for the Autopilot is included as part of the whole system, so the plane is kind of already STCed for the Autopilot.

I spoke with a Dynon rep at the NW Aviation Conference yesterday. He said that they are proceeding with the J and K to be certified together, but for some reason the FAA won't go for including the F. That means that to certify the F, they will have to start over. They have other make/models in the pipeline, so unless something changes, the F will probably not happen anytime soon.

That explanation makes more sense to me when working across so many different models. I'll maintain hope then. Thank you for the news. While making calls the other day, I also spoke with a representative at Dynon who gave me an inkling of hope that they may have their AP available for F, J, and K models at some point in the future - but they weren't 100% sure yet the STC would apply to all, or anything outside of those for that matter. 6 months ago they told me they thought their AP would only be certified for the J and maybe K models. So, maybe we'll be blessed with multiple solutions to our AP needs.....someday.

I like them, very simple and good enough. But I'd like to go Dynon Skyview . . . . but not without the autopilot, and i dont really like Garmin's attitude.

OK if that is the case then things moved faster than the known data was found ( the submitted package was short of the empirical data need)(not looking far enough ahead?) BUT, also, IF that is true, it foreshadows more models being approved in the initial AML. Could it be that both BK and Dynon will have approvals at the same time? The sky will truly fall if that happens. I have almost 2 complete Brittian systems on the shelf and if either BK or Dynon come through in the next 6 months I'm going to sell them.

Hello from the unicorn. I'm retiring soon, because Corporate is closing our plant. I'll be here, shipping equipment to other locations, until it's all gone. Then I'll have more time to fly! Not 50, only 35 years in the business, seven companies, eight locations. The upward trajectory was neither constant nor even, but my current position is the highest. I stalled out for a while at the Senior Engineer level before reaching Principal Engineer and now Manager. I really don’t want to stay for 50 years, not even 40. But i would like to have either a functional TruTrak or Dynon AP installed in my C, to replace the current Brittain AccuFlight and AccuTrak systems! C'mon, somebody get one to market!!

This saved my bacon a couple times due to a sketchy gyro AI. I no longer need this. Includes what you see in the photos. Has the upgraded GPS antenna. I do not have the suction-mount as the Mooney-buyer refused to return it to me (along with my headset, etc. long story...) It does include the panel-hole mount though. There is a horizontal white line that is visible at near the top of the screen. That is the only discrepancy with this and that line does not affect the operation of this device. It is no longer under warranty. Photos were taken today (14-AUG-2023). $300 shipped with insurance to anywhere in the CONUS. Check or PayPal accepted.

Point of reference- D/C model, 52 gal total (26 a side), filling from dead empty (drained) EXACTLY 26 gallons each side right to the steel lip. PoR #2- I use a stick to check each tank before every flight to double check the "indicated" quantity on my Dynon at start up. Always within 2 gallons Stick graduated every 5 gallons- interpret between marks. 99% of the time I leave with full tanks regardless of the flight distance Sometimes it bites me in the behind when I can't purchase the min to avoid charges. I usually (on longer trips 2+ hrs) make a reasonableness check after each hour by reading tank quantity and subtracting what I know I should have burned to what is in the tanks (NOT what is shown as burned on the computer) as I have made many many flights and measured how much went back in after each flight. Just like we all learned in basic flight training. Works for everything from J-3s to Boeings. We knew what we should have burned each hour and subtracted from what we had on board at the start and compared to the indicated quantity remaining each hour or each waypoint crossing. Did it on over water trips in big stuff, do it still on spam cans today. Its called "flight planning". How many still do it today? I wonder. Prediction from a Jurassic pilot- Glass panels and Autopilots have dumbed down flying so much that we will have a problem in the future (if not now). Those who have learned only on glass panels/A/Ps know not what they don't know and its not their fault. JMO But glass panels may also be as much a safety improvement to aviation in total as the jet engine was to commercial flying in the 60s. Jet engines transformed the safety paradigm of commercial aviation. Of that there is no doubt. But just like jet engines- sometime the panel will go dark-not often but sometime- What will you do then? The gorilla in the room? What happens when the GPS system goes down? (This probably needs a separate thread itself)

It went well enough. I picked in up at the end of November just in time to take it straight to Daytona Aircraft Svc for annual; so no real PIREP from that. The next update is that I just picked it up from annual last Monday the 12th because it was delayed waiting on the speed brakes and a vacuum gauge until late January. At that time, I was already in SoCal for my new job and didn't make it back until last weekend. I picked it up from DAB and flew it to CRG during which time the new audio and comms were wonderful. It's just a GNS 530 making a hole for the IFD 5xx, but my old GX55 was dead, and my comms were terrible. I couldn't wait. The harness work was done in a way so as to integrate with the Dynon harnesses once the autopilot is certified. I agree. In my case, I had to do a GPS now and address the suspect audio panel and harness now anyway, and keep it no more than all the money I have plus maxed credit cards. Jesse Saint gave me such a good rate that I couldn't pass on this approach when I looked at the likely cost of diagnostic/repair labor to keep my original architecture until I could do it ALL at once... after some unknown months/years in the future when Dynon finally wraps up the AP. This really did makes sense for my situation. Now, I've pretty much recovered financially, got a great new job, planes out of both the avionics shop and annual sporting hugely increased reliability and features, has working speed brakes, new gear pucks, new battery, and lots of small irritating things fixed. The plane is very usable during this stopping point on the upgrade journey and still has a C2000 AP. Bottom line: The PAR200b + GNS 530 is WAY better than two ebay KX155s on a marginal original audio panel and harness and a dead GX55... and I made $2k selling the KX155s bringing me well under $10k total.