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If you are interested in seeing the FAA approve the TruTrak autopilot for the vintage Mooney's go to www.trutrakap.com and fill out the survey. The more Mooney owners that fill out the survey the faster we will get it approved. TruTrak wants to see how much interest there is for the Mooney compared to other vintage aircraft.

Hi everyone, hope this isn't a duplicate of what's going on in the G5 thread. Since I'm not yet an owner, I wanted to leverage the knowledge here to better understand what Garmin's announcement that the G5 will soon support 3P autopilots means for the Mooney fleet. Short version: G5 coupled with GAD 29B adapter expected to support the following autopilots: Honeywell (Bendix King) KAP 100/140/150/200, KFC 150/200/225 S-TEC 20/30/40/50/55/60-1/60-2/65, 60 PSS, 55X Century II/III, IV (AC, DC), 21/31/41, 2000 Cessna 400B, 300 IFCS/400 IFCS Thanks.

So I had an STEC-30 installed about a year ago - it worked perfectly, and I loved it. I then had my plane treated with ACF-50 a few months ago. Last weekend my altitude hold stopped working- the Alt hold light comes on when I try to engage it, but it does nothing - i.e. no trim alarms etc. So I took it to the avionics shop today. They said that they found a ton of gunk inside the elevator servo that looked like the anti-corrosion material settling out into it. I feel like I'm being punished for trying to take care of my plane. My avionics shop spent hours removing and cleaning up the servo and got it working again. On the way home this evening it initially worked fine and then quit working. Again! It seems like they would want to protect such components in the tail when applying the corrosion spray. I'm not going to accuse the well known shop that did the corrosion treatment of anything - nothing good would come of it. This post is really just a primal scream to help me cope with the vicissitudes of aircraft ownership. Of course I'm call the avionics shop again in the am. However I am also curious if anyone has had similar experiences and/or ideas on how to resolve the issue.

So recently, on a very long series of flights the following occurred: From LKU to MMJ, my M20J 201's auto-pilot was tracking on course to a VOR waypoint via the Garmin 530W. All of a sudden, the autopilot banked the aircraft to the right on a standard-rate turn off course nearly 60 degrees before I disengaged the autopilot to correct the course heading. I reset the FD and had the same problem. I had to turn off the autopilot all the way, wait a few minutes while hand flying in IMC, then turn the autopilot on again. It worked for the remainder of the flight. From MMJ to Lansing, IL, the autopilot worked flawlessly. From Lansing, IL to MMJ, something weird happened. First, the aircraft started a nose-down attitude and the autopilot disengaged with a beep. I went to turn the autopilot/FD back on and it would not turn on. I looked over to the circuit breaker and it was popped. Cautiously, I pushed the breaker back in and turned the autopilot back on. The autopilot now began to porpoise with the altitude hold on. It was almost like the FD was overcompensating for what it normally makes as slight adjustments in pitch and trim. I didn't seem to have any trouble with the autopilot following the nav course, but once I set the FD to hold an altitude, forget it. Up and down. Each up and down worse than the last. It was a bumpy day and I had to hand fly all the way back to New Jersey and then to Virginia. It was exhausting. Has anyone else encountered the same problems? My theory is that the pitch servo clutch finally went. At the same time, it doesn't explain the drastic turn to the right off course. Maybe that was a fluke with the FD? I've had it do that if I am flying a WAAS RNAV approach when I activate the approach data into the GPS too late. I am far more concerned about the pitch. Ideas?

After researching for a reputable avionics repair shop near me, I decided to wait until Scotty Collins at Precision Avionics could fit me in. He is backed up with work for a good reason. After hearing estimates in the thousands to fix my King KFC150, he and his guys repaired it in-house, while I waited. I couldn't recommend these guys more highly.

My wonderful KFC150 is failing the self test. I've been through the various threads here, and done some trouble shooting, as well as visiting the local avionics shop. The locals were helpful, but are NOT a King dealer and don't have the appropriate test gear to adequately diagnose the specific problem. They did let me know "it's broken"... So, I'm looking for a reputable King dealer in/around metro Atlanta. I've tried Precision Avionics in Griffin, but Scotty's so backed up, he won't even let me schedule an appointment for the next month. Epps (KPDK) sounds good over the phone, but I have no experience with them. I have spoken with Autopilot Central in Tulsa, but that's a looooong way to go for what will hopefully be an easy fix. If not, I'll head over there. Any others, or recommendations? Thanks

On my last flight of the day Wednesday I had a trim failure alarm on my KFC150 autopilot. The autopilot had always worked fine before that. The trim light just blinks during the self test and when I push the test switch all the lights illuminate and then the command bars fall out of view and the trim light constantly blinks again. The electric trim still works. I recycled the breaker Wednesday and flew a number of legs today so it has been electrically recycled a number of times now with no improvement. My manual trim wheel seems stiffer than I recall but I rarely use it since I have electric trim, which works fine. My avionics guy can't get to it for while. Is there somewhere I can lube and see if the manual trim gets easier and maybe the autopilot will work again if something is just binding or dry. If so, I assume removing the belly panel (one piece belly) and looking up in there, something may be obvious ? Thoughts ?

Is the Yaw Damper option available with the KFC225 system in long body Mooney airplanes? My 2000 Ovation has the King 225 autopilot with most of that system's options but no yaw damper. Anyone know if it may be installed?

I just dropped the plane off for some avionics work starting next week. There will be an Stec System 30 autopilot with Alt Hold without servos. and a King KT-76C digital transponder available very soon. If anyone is interested in these, I have listed them here only in advance of public sale.

So I have a non Wass 530 and a Stec 60 autopilot with GPSS. Why won't it fly a holding pattern? thanks

The wing leveler in my C is not working right. The disconnect button does nothing. The wing leveler is always on while flying rolling the aircraft to the right indefinitely. It will literally go to thirty degrees of bank in ten seconds. I don't recall the leveler rolling th yoke while I taxi and steer with the nose wheel and rudder. I will retest this tomorrow. In the past I had to have almost full left PC trim to keep it straight and level but the leveler did its job, restoring the airplane to straight flight once disturbed. Now it just always goes to the right and I have run out of trim. I read the PC manual and ill retread it tonight. I will probably start by verifying the vacuum hoses are not broken or kinked and are free form obstructions. I will also call Britain once I get more info. My mechanic is unfamiliar with the system so I am going to do some basic troubleshooting first.

Does anybody have a copy of the Century 41 Autopilot Service manual that they would be willing to share? I am hoping for an electronic pdf copy or similar so that it would be easy/feasible to share. Dave

A couple weeks ago, I was going through some bouncy weather and the autopilot turned off. I messed around with it for a bit on the ground and found that if I hold the switch in the on position, it works and all functions are normal. Problem is that as soon as I engage any of the modes and turn it on, it gives me a single beep and shuts off. Possible wire issue in the control wheel steering disengage button, or maybe something in the connection in the back? Seems to me that it's working, but thinks I'm manually disengaging it somewhere just wanted to get some feedback before I took it to a shop. Thanks! david.

SOLD... Sandel SN3500 EHSI Primary Nav Display w/ LED backlighting and GPSS steering software. I bought to upgrade my PA-28R avionics, but am going in a different direction. Software version 4.05 last updgraded by Sandel in March 2014. Includes new tray and new connectors. Listed for $5000. Also have: Mid-Continent Directional Gyro - $500 Humphreys Magnetic Flux Detector (Compass) -$230 RARE Century 1C388-2 Autopilot Nav Coupler (this is required for the Autocontrol autopilot to accept GPS roll steer commands) - $1500 See my auctions if you want to bid or make an offer for the package via PM. Would prefer to sell as a package.http://www.ebay.com/itm/262092921458?ssPageName=STRK:MESELX:IT&_trksid=p39 84.m1555.l2649

Can anybody recommend an avionics shop in the Southern California area that is well-versed in Century autopilots. I've been having issues with my Century 41. The pitch control works fine but the roll control only works occasionally, usually kicking in 30-60 mins into the flight (yet weirdly it works quite well for the rest of the flight, only to not work on the next flight). I'm trying to wrap up my IFR training and would like have this functioning for my checkride. Thanks guys!

Would like any suggestions and avionics shops . I live in NJ out of 7n7 .

I have a KAP-150 autopilot with a GNS 430W and Aspen Evolution. My autopilot tracks the GPS course with about a 1/8 mile offset to the right. When I select the Heading Bug steering source (non-GPSS), the autopilot tracks a couple of degrees right of the commanded heading. Is there a way to adjust or fine tune the KAP-150 autopilot to track course centerline and the heading bug? Thanks Dan

My 1967 M20F currently has a working PC system. Over the years I have added Accu-Flite heading-hold, and Altitude hold. It all works but I am getting an irrational urge to upgrade to a more modern system. Perhaps an S-Tec 55X. I would be interested to hear the experience of others who have gone this route. I would be particularly grateful if someone would bring me back to my senses and talk me out of this.

I have a Mooney 231 with a king 200 autopilot and garmin 430. When in coupled nav mode the cdi deviation needle is always consistently delected a few needle widths to the right. same with approaches. I went through the config process of showing the garmin where 150 degrees is with no improvement. Any ideas?

I just did a couple of flights in my '67F model with the newly overhauled Brittain autopilot. How sweet it was! I had way more time to pay attention to navigation and engine management, and even to enjoy the scenery. It made my 3.8 hr and 4.2 hr legs way more relaxing. I had the main control box overhauled only. Make no mistake, I still have a few bugs to work out. It turns right faster than it turns left. And the T & B aileron trim knob is stiff to the point of feeling like I am breaking it off when I turn it. I figure I'll change out the 47 year old T & B and then start working on the servos next. However, once I trimmed out the ailerons and kicked in the autopilot, she held her heading fine within a degree. A big thanks to Kevin at Brittain for the wonderful job he did on re-soldering and replacing the defective main unit components. Life is good. Paul K

My autopilot is acting up and I was hoping for some troubleshooting from the brain-trust. On a recent trip from Houston to 2L0, the autopilot was working well and holding altitude. About 20 minutes into the flight the breaker popped. I re-set it and it popped again. I hand flew the remaining leg of the trip. I thought there was an issue with a new PTT installed maybe arching near the trim switch. I had that checked and no problem. A few days later I flew to KLCH and AP worked fine including the altitude hold with a little bobbing up and down (maybe 50 feet in each direction). Today, on an instrument currency ride the roll and pitch worked fine but the altitude hold would not work at all. The annunciator showed that FD, NAV, and ALT were all coupled. FD and NAV worked great but the Altitude hold would not lock in and hold altitude. There was no auto trim working at all and when i tried to hand trim the plane it seemed as though the trim wheel was locked (trimming from the yoke worked fine but obviously cancelled the AP.) Anyone else experience this problem? Troubleshooting thoughts? Thanks

Brittain Autopilot system. Avoid the factory 2-3 year wait. This is a complete Accutrack and Accuflite system. It contains all the major parts, you will only need a few fittings, hose and hookup wire. I have this same system on my plane and its an easy upgrade for anyone who has the factory PC or wing leveler. It will track up to 2 nav or gps sources as well as any heading dialed into the DG. The DG does have one knob missing which most shops should have laying around. Unlike Stec, Brittain will check out/ repair their used systems and give you the STC for a very reasonable amount. $2500, washing machine not included.

I've never flown behind / with one of these, how do you like the 41? What are the things to enjoy? What are the things to watch? What are its plusses and minuses? Does it / can it operate effectively with a 530W and HSI? Thanks, Martin

Wanted any Mooney Mustang and Brittain autopilot parts and pieces want. Email list of what you have and how much you want. Granite Mountain Aviation, L.L.C. skypilot1@cableone.net

The Century 21 autopilot in my M20J no longer holds a heading. I am thinking about replacing it with a new or refurbished autopilot rather than attempt to have it fixed only to have it still not work. Any suggestions about what to replace it with? If you have installed one about how much did it cost? The Century 21 is a single axis autopilot. I'm thinking about replacing it with another single axis autopilot because the two axis is so expensive. Do you think I will be disappointed if I only do single axis? Can I easily upgrade later to add the other axis?