Aerodon

I will have a set of pilots side brake masters and pedals when I finish my Encore upgrade. Might fit on copilots side? Aerodon

There is merit in having an alert 'in your headset' saying 'gear unsafe' rather than the sonalert. The last 1/4" throttle movement and the gear up limit switch appear to trigger the sonalert. (+28V in the 252). My mechanical brain can see a way of using this to close a relay and providing a ground signal for the PMA450B. Aerodon

Bob, If you are installing a GI-275 with the analog outputs for a KFC150 it should not have any inputs from the GPS for navigation? If you are installing as an HSI, the install manual allows for non listed / analogue interfaces provided certain conditions are met / tested. I don't see the showstopper? Aerodon

I had a PS7000 with various recorded voice 'annunciations'. I quite liked it took me forever to find the 'acknowledge' button on the RHS of the pilots control handle. If I remember correctly, the annunciation occurs when the signal is pulled low to ground. So if you connect to lights 'going on', you have to install relays to get it to work. Or there is a cleverer way with diodes and resistors, but thats a little beyond my understanding. So the PMA450B will work well with low fuel level, low oil pressure, and a few other 'cautions'. I had a floatplane gear warning system in an amphibian. Once you slowed down to approach speed, it would call for 'select landing' (land or water), and after you pushed the button, it would say 'water landing OK' if in the correct configuration. You are asking for a warning that your gear is up, I assume as a 'reminder' on final approach. Your Mooney might have the airspeed pressure switch for the gear. Once that triggers, you could get a recorded annunciation 'check gear', and get into the habit of pressing the 'acknowledge' button to confirm green light. Maybe with a bit more thinking, you could take a combined input from airspeed and gear position to get a 'gear unsafe' annunciation only if the gear is up and you are slow? Nice feature, but I can see it will take a bit more thought than the average maintenance guy. Aerodon

I think Garmin give (gave) a bit of a discount when buying pair. My local avionics shop will give a price break on the second one, because it makes it a much easier install - buy the Garmin adaptor plates to mount in a KI256 hole, and no GAD29B to install. And if you are challenged for panel space. the GI-275 will control a remote transponder. Aerodon

Looks the same as N252RM Matterhorn White / Deep Ocean Blue / Sunburst Gold / Deep Ocean Blue Aerodon

A while back I looked at the life expectancy of some marine AGM batteries, the takeaway is that battery life (in cycles) is dramatically affected by the percentage discharge. 30% = 1200 cycles 50% = 550 cycles 100% = 320 cycles. I keep my battery charged on a maintainer, don't ever let it run down more than I have to, and I typically get 8-12 years from Concord AGM batteries. Aerodon

I’m sure Mooney has contracts with engine manufacturers. Didn’t stop Rocket engineering from developing their STC’s. I’m not super familiar either the Porche engine replacement. Didn’t Mooney develop a replacement option? so when g1000’s become a problem, I’m sure there will be options. Aerodon

Maybe we are overthinking this. If you look at the Partenavia P68 crash on youtube, the wings failed first (upwards) and it looks like one half of the stabilizer failed as well afterwards. Maybe some planes stabilizers fail first, followed by a forward pitch and downward wing failure, others have the wing failure first followed by stabilizer? I know of a Commander 695 that got a bent wing when the pilot realized he had blown through his assigned altitude on descent and pulled before he thought. Aerodon

Maybe thats the start of the whole sequence. Pilot or mechanical induced failure of the elevator counterbalance. Flutter tears the elevator and stabilizer off. I'm still having trouble rationalizing the upward failure of the wings. Maybe it did in fact tumble forward, but broke on a 270 degree rotation. I've looked at the Canadian Mooney GI-275 incident report - pretty wild gyrations, severe overspeed. I'm amazed that it was signed off to fly again, that wing was stressed enough to cause fuel leaks and gear not retracting properly. Brings to mind the tragic end result of the bent King Air in Hawaii from a previous wild ride. I sure hope the 'tail replacement rumours' are not true. Or if they are, they are not related. Aerodon

Seems like this might help people understand the issues: 1) A slow leak in the pitot system is not going to do much, the air in the pitot tube will constantly replace the leaked air. 2) In a non pressurized plane a static leak will affect the VSI, Altimeter and ASI. If the leak is in the cockpit, the error will probably only be about 20' as described above. If the leak is in the wing, maybe more? 3) Installing a G5 - you are messing with both pitot and static. First test is to see if the static system is leakproof. Second test is to see if the altitude on the G5 matches the other latitudes in your system, typically the altimeter and the encoder. And then sometimes the autopilot has its own static source. And the altitude capture might have another one. This last one caught me out, I had a KFC autopilot that would want to capture 300 feet above the selected altitude. I eventually worked out the transponder altitude was on an encoder. The altimeter altitude matched this, but the altimeter 'grey code' output does not match the needles. Aerodon

Seth, Respectfully, I think you are on the wrong track. There is an often underestimated cost in moving instruments around, cutting and painting a panel to fit etc. By the time you are finished with the Mid Continent Gyro, moving stuff around, etc., you will end up with a panel that looks 'unbalanced' and is probably no more reliable or functional than you have now. And you might save $1k over 2 GI275's. Garmin have (had) a special on buying a pair of 275's, you can get adaptor plates to directly fit into the KI256 and KI525 holes. You will get the GPSS you want, a really good interface and compatibility between the 2 GI-275s. And you will remove a bunch of weight too. Communicate with Erik Bolt on this to get real pricing and feedback, he went around this circle too, and I suspect he has no regrets. I started with 1 GI275 and a Sandel SN3308, quickly got talked into a pair of 275's. Then scope creep elevated me to a used G500 with 1 GI275 backup. Aerodon

Not quite true - as far as I know the GI-275's do not support altitude preselect / VSI / capture etc. You need to retain the KAS297 and an encoder to drive the KFC150 altitude select and hold. The GI-275 does provide the baro correction to the KFC150. Aerodon

Seth, I had the opportunity to look at the GI-275 manual today. It does show the 'Heading' wiring from the 'ADI' to the KFC 200 autopilot, so it seems possible that the ADI version would output a GPSS heading signal to the autopilot. But I do not know if you are able to set a Hdg Bug on the ADI version? (The GPSS Hdg Bug does not need setting). I think it might be possible to install a simple switch between your KI525 'Heading' and GI-275 ADI 'GPSS Heading'. In the up position, the KFC gets a GPSS hDG from the GI-275 ADI. In the down position, it gets HDG from the KI-525. No aftermarket GPSS module required. Worth pursuing with a knowledgable installer. An aftermarket GPSS box switches between the KI525 HDG and a GPS derived HDG from the GPS - no GI 275 needed. Aerodon

Sounds like they applied too many volts and toasted some avionics..... The HSI is all electric, the Attitude Indicator is vacuum (or pressure) and electronic. You should be able to find a good used KG102A for a few hundred dollars or even a whole HSI system for a little bit more. Or now is the time to put the money towards a GI275 Aerodon

Teto, I have a 40' container and will find and ship a M20 to you. Try find a buddy for a second plane (or at least engines or other cargo). I need you to find 2 C172's with runout engines to ship back to me. Aerodon supercub180@gmail.com

I may be wrong, but I have not seen electronic mags for a turbo charged engine? I don't think there is any legal basis for turning the MB engine into SB for the 262 upgrade. For sure you don't get the gross weight increase of the Encore, and the MB is happy enough at 210 hp, just going to wear out sooner at 220hp. I would not do it. Aerodon

And I do have a Navworx ADSB too, complete withe new harness to install with a GNS480. The advantage with a GTX33ES or GTX345R is that only one antenna is required (save$), easy install, good performance. I have heard of others struggling with the wingtip, tail or other boxes that need to 'sniff' the existing transponder install. The savings disappear pretty quickly when you have to go back to the shop a couple of times. Aerodon

If you have an M20A, you are likely short of panel space. The inline GDL82 is not likely to work well with a KT76A, and not likely to be reliable anyway. So a remote GTX33ES for ADSB out pairs nicely with a GNS480, or a remote GTX345R is even better for ADSB in and out. I have one of each for you, send me a pm. Don

Would that be the 1000tt pristine Mooney advertised recently? Really good price for what it is. If I did't already have more planes than I can count I would have bought it. Aerodon

Check your Merlyn system for leaks - sounds like something was disturbed and any small leak will result in your symptoms. (been there, done that). Don

I'm just doing this on my Seneca. Once you remove the old priming pipes, you have to put two plugs in the manifold where you remove the primer nozzles. I had aero hose shop make up 4 new hoses, two for each engine. (the JPI FF transducer goes in the middle of two hoses). I removed all the diverter valve wiring all the way back to the nacelle and i removed the diode in the circuit. Good opportunity to inspect all the wiring behind the firewall. And fortunately, we have the correct injectors. Aerodon

Yeah, send me a pm, I can supply and EDM900 for you with a panel to match your old cutout to make this work. Or take JPI's offer and get a nice new EDM930 and find a way to make it fit. I have several Mooney panel templates in my library, I can do a special deal on a new panel for you. Use the opportunity to do some other upgrades too. Sometimes you gotta look at things as 'I got enough mileage out of those old tires'. Its not like you were totally burned like Navworx and Sandia instruments turning into bricks. My MacBook is 7 years old, battery failing, time for a new one. Just hanging in for the next generation.

I was not aware that these came in remote units. Will it include the 'lightning detection'? And can you control it with the IFD540 that would make it a really nice unit? I'm also doing the minimalist approach in a 252 - remote transponder, audio panel, stormscope, XM etc. Aerodon

There's fixing, and there's adding value. I would not fly behind that engine - I have seen a similar prop strike that cracked a TSIO360 with 77 SMOH in 3 places. And the prop is not likely to make it through an overhaul. Considering that you got the plane at such a bargain price, pull the engine off, send it for overhaul, buy a new prop. Change the engine mounts while you are at it, and make the firewall forward perfect. Avionics are almost OK, get a WAAS GPS and then either a 330ES, 335 or 345 for ADSB out. Aerodon