PMcClure

Pm sent with a few data files. Let me know if you need anything else.

Well..... I do not use IAS mode much. Mostly I use VS mode. I have noticed some hunting for air speed some in IAS, but I just have not used it much. When I have used IAS, it seems to hold within +/- 3-5 knots. VS mode is dead on. IAS not as much, but not what I would say is a problem or defect. Going in for annual tomorrow and I do have to update the card. But if you can wait, I should be flying it next Sat and can do some tests in IAS and VS for comparison.

I do not know how to share data files, but if you tell me, I can try. I can say that perfection is the best description for the ride on my G3X/GFC 500. I do not detect any oscillations in pitch or bank.

Or pull the AP circuit breaker. We were satisfied with the demonstration and moved on to the next task. Cool to watch it work.

Did my Biennial flight review today with the local weather man, turned Aviation addict - JP Dice. He is a Mooney owner (J) and flies corporate. During the ground part, he asked me about my weather planning. I said - I know a guy :). I tried to demonstrate stalls, but could not! The GFC 500 is smarter than me and kept overriding the impending stall. Anyway, I am good for another 2 years. Anyone in Alabama looking for Mooney specific instructor, I do not hesitate to recommend JP. He is on your side - if you are local you know what I mean. I learned several good tips from him, we didn't just do the 1 hour of flying thing for the check ride. He meet me at my skill level and tried to add some value along the way. Very professional and easy to work with. https://www.wbrc.com/2021/05/27/time-has-come-follow-my-other-passion-j-p-dice-leaving-pursue-aviation-career/

As a guy who routinely restores things of no monetary value, I feel your pain. The joke around here is that we have an axe that has been in the family for over 100 years. We only had to replace the head once and the handle 4 times. I have had a 1955 Chevy for over 30 years and rarely drive it anymore out of fear that someone will wreck into me and I will end up in prison. The kids fight over who gets it when I die and I just tell them to dig the grave big enough and roll me into it sitting behind the wheel. When my son turned 14, we talked about getting an old truck and fixing it up. We got a lead on grandaddy's 1971 F100 and tracked it down, only to find out it was totaled. Instead of wasting years and money fixing that one, I found a similar one in Oklahoma. Woke my son up at 5am on his birthday and flew out to Tulsa and bought it on the spot for $1500. We drove it back to Alabama together using 100 gal of gas but only 2 gal of oil. We still laugh and talk about that adventure and he is 25. We spent 2 years getting it going and he drove it as his 1st car. He learned how to use hand tools and the expense of stripping a 40 year old rusted bolt. We have countless hours of time together. We named it Smiley in honor of granddaddy's personality and middle name. But it is green and eventually took on the personality of "Pickles". Granddaddy would be proud. Later, I traded my fathers handed down 1941 Plymouth to my son and Pickles is in my driveway with a bored and stroked 445 engine. Grandaddy may not approve. Point being, the sentimental thing does not have to be the thing itself. It is the tradition. I recommend you find a rebuildable model and involve your daughter in the rebuild and upgrade. She will learn a ton and you will have something together and something she feels ownership in. Keep an momento of the old plane around. The disaster will be part of the story but Dad's memory will live on. Just my 2 cents. Best of luck. Paul

I just took my 1st commercial flight in over 14 months. Birmingham to Cleveland on Delta. I typically flew over 100,000 miles per year pre-pandemic. The trip to Cleveland just reminded me why GA is better. Many trips in the Mooney this last 14 months. And typically it is cheaper, especially when I have 2 or 3 people on board. Anything less than 1000 miles is better, cheaper and faster in the Mooney. And even longer trips are more fun and less hassle than the airlines.

Garmin came out with a bulletin that stock gauges are not compatible with the G3X.

This was my thinking, too. It all started with replacing the unreliable KI256 and Servo's on the KFC225. Every 18 months and 2x in IMC, I was done. Once you start tearing it apart, you can consider the options - G3X/TXi, dual G5's, GI275 and consider new nav/coms, etc... It's all about what you can afford or want to spend and how much you can/want to integrate devices. I remember buying my 1st flat screen TV and was debating over 2 models. The salesman asked me what I had now and I told him a 20 year old 32" tube TV. He told me it didn't matter, either one would be so far superior to what I was used to that I would be happy and he was right. That lesson seems to apply here as well. I do worry about future obsolescence. Even at 8-10 years old, the G3X is getting old in tech terms. How are these units going to age? And how long will Garmin support them? Paul

I am still very happy with the G3X/G5 and 750 and GFC 500. Excellent operations and not one bit of trouble in over 100 hours of flying. I cannot imagine any capability that I am missing with the set up I have. But I would look harder at the TXi compared to the G3X if I had to do it over. The G3X was a better value based on the rack rate. But by the time I added the engine monitor and had to upgrade fuel sender units because the original are not compatible with the G3X, I wonder if I saved anything. At least quote them both and make an informed decision.

I stand corrected, i was able to adjust this setting. Thank you. Not sure why my shop told me it was not able.

I am partially aware of this. But was told by avionic short that airspeed is a limitation built into the GFC500 and part of the STC.

One more update for you. I have about 100 hours with this set-up now and still really like it. Very happy with the upgrade. I found that the GFC500 A/P has a lower Vne than the handbook. The handbook gives you 195 KIAS but the GFC500 starts to react when speed reaches 182 KIAS and pitches up at 185 KIAS. This is part of the envelope protection. Since 185 is the start of the yellow arc and is only allowed in smooth air, this makes some sense to me. But, hate losing 10 knots You can see in attached video Video.mov

Yes, we went into Waukegan. The fuel and fees were much less than PWK. And the meeting location was equidistant. Chicago approach was great and the vfr route was easy to negotiate. Less complicated and busy than Charlotte or Atlanta airspace.

The coastal route was great! Thanks to everyone for the input!

Removed and replaced with a blank piece. I could not accept an inop equipment in my plane !

Some good advice here. I think if I was alone, I would fly along the coast one way and direct the other. The VFR route under class B does have a lot of pluses. Not sure it is any safer than direct (with altitude), but my passenger may feel safer seeing land and the sights should be nice on a nice day. Thanks Anthony for setting the stage, you are the best. Rent a car and drive - I thought this was an aviation group I will be flying into Toledo from F00 or TKI. Hope for some good weather next week!

Hey - take a look at my post. PM if you want any info. Mine was an Ovation, but it may get you started. One thing to note - the internal g3x nav is not suitable for any serious navigation. So, you need 2 nav sources for any serious IFR.

Hi Guys, sorry I have been absent for a little while! Did you miss me? Looking for some advice on a flight plan for next week. Leaving Toledo headed up to North Chicago (PWK or UGN). VFR if weather allows. Direct route takes me right over Lake Michigan. What would y'all do: 1. Direct? 2. Direct to Musky then V526 and turn into PWK when north of Chicago? 3. Follow the southern coast and come up the eastern shore below class B? 4. File IFR and let them tell me where to go? 5. V228 then turn into PWK 6. Something else? I am not nervous about busy airspace and have life vests (and have escaped Alcatraz without a wetsuit :). But I do have a newbie passenger with me. We are up and back for the day.

My Avionics shop forwarded me this service bulletin a few days ago and I wanted to pass along my experience. After the installation of the G3 touch - we spent months trouble shooting the stock fuel sensor. It was total trash and I could not rely on fuel amount except when full. After a lot of back and forth with Garmin and wasted fuel and labor, we were informed that the stock sensors were not compatible with the G3 Touch. We installed CiES senders which cost me a few unexpected AMU's. Everything is perfect now and I am satisfied with the outcome, except the burn of spending money we had not expected. I'll cross post this on my other post about our installation. Service Alert 20137 G3X Touch for Certificated Aircraft Fuel Quantity Indication Error When operating at low fuel, the fuel quantity gauges of G3X Touch and GI 275 systems installed in certified aircraft may erroneously indicate up to four (4) gallons, more or less, than the actual quantity in each tank. The fuel quantity error increases when the fuel senders have small resistance ranges and when the GEA 24 is subject to significant temperature changes. The error only occurs if a GEA 24 is installed and connected to resistive fuel senders with a range of less than or equal to 100 ohms. Please review the Service Alert below for more information and corrective action.

My Avionics shop forwarded me this service bulletin a few days ago and I wanted to pass along my experience. After the installation of the G3 touch - we spent months trouble shooting the stock fuel sensor. It was total trash and I could not rely on fuel amount except when full. After a lot of back and forth with Garmin and wasted fuel and labor, we were informed that the stock sensors were not compatible with the G3 Touch. We installed CiES senders which cost me a few unexpected AMU's. Everything is perfect now and I am satisfied with the outcome, except the burn of spending money we had not expected. I'll cross post this on my other post about our installation.

I get the same treatment as Hank. Nello on the north side, hefin on the west or sinca to the south. Occasionally, i can get cleared through bravo on request and below 7000 on the outer rings.

Same

I’ve gone a different route for a lot less. I’ll let you know how it works out.

I recall 74 lbs for OEM A/C.