Brent

It is. I packed what I had left in a box and took it down to my hangar. Just need to verify that. Will advise.

Thanks for clarifying. That reminds me, what discharge to you get while flying? Is it neutral? I thought I had my shunt setting right after the avionics upgrade (at a shop that is now out of business), but I don't think so now. I show negative 1-2A on the G3X EIS while flying.

Depends on what's connected to the Master and what's switched on. I believe a Battery Minder trickle charger delivers around 1.2 to 1.3 amps. Avionics wise, my setup has a G3X and one GI-275 (as well as autopilot controller, lighting, pitot heat, etc.) on the Master and the rest of the avionics on an Avionics Master. According to the Garmin installation manual, the G3X display (alone) draws 1.1 amps (14 volt, half that for 28 volt) and the GI 275 typically draws 0.7 amp. So if I have those powered on, leaving the Master on will out run the Battery Minder. I'm no EE, but I assume the time that takes would be related to the excess of draw above the Battery Minder and the capacity left in the battery. So I guess we better turn the Master off....

Plus one on the Battery Minder. That has worked fine of me, though I haven't run anything for hours on the ground - maybe 30-60 minutes of messing around with stuff.

Oh! Even more care required. You're right, polycarbonate is less chemical-resistant than acrylic, less abrasion-resistant, too. But, as you experienced, more ductile and impact-resistant tan acrylic. I wonder if the lenses are clear-coated - that would be a good value-add for polycarbonate lenses. Anyway, your setup looked good in the photo. The topic caught my eye because I'm in the business of aircraft windshields and glazings/lenses (with a sister division in aerospace paint and sealants). Not that I can add more than you already figured out now.

Those LEDs are slick. Be mindful of tape adhesive and solvent-laden paint on the acrylic lenses. Solvents + residual stress (e.g., around drilled holes if not carefully drilled) + temperature can lead to crazing and cracking.

Agreed. Just got an update that there is stock at Mooney, though, so I’m back to the OEM. Tempting to do owner-produced, though.

Thank you so much for responding. I got a call back from one of the service centers before I saw your message. They reported six in stock at Mooney. Appreciate your info; thought I was headed to make-a-part territory.

I'm looking for a stand-off bracket to replace one that looks like it was an owner-produced part - half the thickness of the bracket on the other door that is rock solid. This one broke off at both connecting bolts. Thought I was in good shape when I found the parts listed at Laser with great images but, alas, "sold out." I've got an inquiry into Mooney, Laser and WB Parts. Any sourcing suggestions welcome.

Fair point. Knowing some of the data stuff is free is a motivator. Thanks for the tip.

Those three power supplies for the strobes are heavy boxes.

I replaced my strobes and nav lights when I upgraded avionics. The avionics shop said they were having trouble getting the Garmin GMU 11 magnetometer located without interference and said no strobes would make their life easier, so I relented. The thing is, while I really like the LED nav lights, I wanted my old strobes. I like the weight and energy savings, for sure. But the thing is, I have spent a lifetime looking up in the sky and seeing the puh-pow, puh-pow strobes on faraway planes, wondering where they are going. The on-off, on-off blink of the LED "strobe" just doesn't do it for me, whether on an A320 or a Mooney M20. But it's a moot point now; my old Whelen strobes are in a cardboard box in the garage. They'll probably end up on some guy's monster truck... $1500 for parts and $350 removal/install labor. LED Whelen Orion 6501RE 12V Red LED Whelen Orion 6501GE 12V Green LED Whelen Orion 5001v Taillight

Ready for 2 EA.

On a related note, here's how the telemetry comes off the G3X EIS, which was a pleasant gee-whiz surprise. It's like a black box flight data recorder on your Mooney. The table is the data off the Sandisk card data pulled into Excel and a chart I made in trying to diagnose a hot #3 cylinder (not the topic here, but the EGTs were all the same).

I have found some of my 430 buttons don't contact well sometimes on start-up. Common thread, if there is one, seems to be cooler temps or long time between flights, and the affected buttons come back to life a short time after I jump in and start messing with them. I like the suggestions for the shop refurb. In my case, I'll probably swap it for a 650 when the time comes; might even pay to go sooner while the 430 trade-in / sell values remain respectable.

Philip, Sorry I didn't see this; was traveling overseas and distracted by work this week. I ended up selling the SL15 last week on eBay. I never did figure out the market thing. Everything else was fine.

Appreciate the posts. I'm riding your coattails as I get up to speed.

I don't have electric trim and can verify the visual trim annunciations come up on the G3X as you would expect when the GFC 500 is engaged.

Whelen strobes and incandescent nav lights removed from M20J in November 2021. The two wing strobe power units are original equipment installed in 1984. The tail strobe power unit was installed in 2006. Asking $200 for everything. Photos attached.

I was experiencing PAPR failures not long after I got my plane in late 2017. I didn't know it until I got a registered letter from the FAA - except I wasn't home when the mail came on a Friday, so I had to wait and wonder until the following Monday. New airplane owner, recent instrument rating - what was this all about? Anyway, it was the PAPR failure notification. Replaced the altitude encoder and updated firmware on the GNS 430 and GTX 330ES transponder. Everything worked fine after that. More recently, I ran a PAPR last week to verify new avionics. No red blocks.

Here's one. Truth is, I wasn't initially thrilled with the layout as I wanted the two NavComms and GFC 500 stacked in the center, but there was a clearance issue behind the panel. There are different ways to get all this done and I could have perhaps looked at something more creative, but in the end, this is working fine for me.

I'm guessing this is already your source, but if not: https://lpaero.com

Here's a plug for my company's GA paint. Color match and touch-up quantities may or may not be a challenge. The company supplies coatings for airliners and business jets and launched the CA6500 for light GA. https://www.ppgaerospace.com/Products/Coatings-Removers-Cleaners/Commercial-Civil-Aviation/Topcoats/Boundless-CA6500.aspx You can find other brands via distribution. All the better if you have a color number(s) (check your maintenance logs or the maintenance manual, if original paint).

I use the split screen with a US gov't enroute chart on the MFD side. I don't believe I have had traffic on that page, but I have seen it available elsewhere on the tabs. (I only have a few hours with the G3X, so far. I read the manuals, watched some Garmin video training, etc. But there's no substitute for flying with it. Work in progress.)

I had an in-between panel when I bought my M20J that included an Aspen. I recently went full glass with a G3X, two GI 275s and a GTN 750. I'm still trying to decide how to configure the various displays. Lately, flying in SoCal I've actually been using one of the GI 275s as a dedicated traffic gauge. As one person noted, there is some redundancy between the G3X and the 750. In retrospect, I could have gotten by with a 650 in lieu of the 750, but I'm not unhappy with the bigger one. I still have a GNS 430 which accepts cross-fill from the 750, but it's not as seamless as a 650 would be in that hole. As for the long-in-the tooth part, I trained for my instrument rating with a six-pack, then got the in-between panel when I bought my airplane and learned the tapes and now have full glass. I like having all the flight data in one place, and I love all the info available on the panel with no need for an iPad: VFR/IFR enroute charts, FIS-B weather and traffic, airport info, Stormscope, etc. I'm still working my way down the buttonology learning curve. The trickiest part for me is mastering the GFC 500 autopilot; not there yet.