MIm20c

Call up a service center to order the parts from Mooney. My guess is the three parts will be $4k ish.  Or find the best local A&P that works a lot with fiberglass repairs and have him completely rebuild the parts AFTER the new engine and baffles are in place. 

We’ve been using the Honeywell 360 heaters for over 15 year.  Set on low and turns on a few hours before flight. This allows all the avionics, seats, etc to get completely warm.  Makes the flight more enjoyable for passengers and the pilot. Heater is cool to the touch and very stable.  LINK

I would call the shop that did the work and ask for a copy of the log entry or a list of services rendered/items installed. 

I’m going to agree with the previous replies and to go with the 10 inch display and gfc500 AP.  If you want to save money keep the 330es and the 530/430 combo.  The GDL 50r can give you adsb in for the g3x. 

@LANCECASPER already touched on this above but the ea100 does not have anything to do with your gps navigation source. It basically replaced your old ki256 attitude output information to your AP. Your current single display can easily receive navigation data from both sources.  IIRC you can add a 1000 max mfd to have a backup pfd and put a switch on the ea100 to pull attitude data off the backup mfd display. 
 

A failed ea100 will take your AP down. However, this is no different than a failed gad29b or 275 that feeds the data to a gfc500 AP. 

This is coming from memory and I haven’t really looked into it for a few years…

You need to buy a gad29b interface unless you already have one. The gad will connect via the 429 port to your old AP and the 175 gps. The SL30 will need to be directly connected to the G5 HSI vis the 232 port. You probably will need to remove the current 232 cable between the 175 and the g5 and replace it with an external gps for the g5. 
 

2 hours ago, bcg said:

Old thread but, I put the 175 in last year, am I'm installing that 2nd G5 now and replacing my Narco with an SL30.  I'm not sure how to interface all of this though, since the G5 install manual says I can only hook up one Nav source if I'm using a non-Garmin AP.  How do you have both the 175 and your NAV radio driving your S-Tec?  Do you have a separate instrument for the NAV radio and a switch?  Or a switch before the G5 to select either the GPS or the NAV radio?  I'm trying to figure out how to do this and be legal.

Stay positive, ownership is just getting started. Good news is you probably got over $30k for the insurance that you just started paying for.  That’s a pretty hefty discount on overhauling a 20 year old engine. Also if you look back in your logs you might find the case or even the cylinders have over 6k hours on them, good parts to update as well.  Keep you head up and stay alert from when the hangar opens until to put it to bed after the flight. 

4 hours ago, 201er said:

However, going uninsured over saving a few hundred or thousand bucks doesn’t make sense.

He’s not interested in hull coverage, I get that on cheap planes. However, no liability insurance !?!  It’s inexpensive and going another few months without to save a hundred dollars…with random cfi’s and check ride pilots…

1 hour ago, A64Pilot said:

Ref loaning tools.

We initially had a real problem doing that at the factory, even dealers were bad about returning special tools.

So when I took over Product Support I started selling the tools, if you didn’t want to return them fine, after all you paid for them, but if you returned them in the condition they were shipped to you, I refunded you your money.

People were very quick with returning tools, and once it was explained to them they were fine with the new program.

This is the way

You’d be stupid to loan out equipment to a stranger for anything less than replacement value. It’s really easy, just use PayPal friends and family both ways.  I had a Mooney pilot steal my damn checklist after he borrowed it to make a quick copy of it.  He lied to my face that he lost it (in less than one hour) and I flew home without one…

10 minutes ago, Pinecone said:

They do have reduced rate packages when you have more than one box that needs the data.

Strange they would not lock it to the devices.  Otherwise you could share your subscription with everyone you know.

The GTN units, both the original and xi, have the data locked to the box.  After you upload the card to the gps you can remove it and take it home.  It will not work in any other GTN unit. With the GNS units, that date back to 1998ish, you have one write cycle for each card. The card is required to remain in the gps for all flights. The data stays with the card and can be theoretically moved to another GNS box.  This allowed people to swap cards with other pilots or other GNS boxes in their panel if one month old data (free) was desired. 

You’ll need the 275 with third party AP adapter which should cost $5k plus install. I’m pretty sure it can be installed without displaying the speed tapes if you want. You will be able to remove both the primary and backup vacuum system.  In your shoes I’d probably replace the HSI as well with another 275 to gain additional useful load, redundancy, and reliability to your plane.

People are always going to recommend what they have in their plane, especially on this site.  I personally believe everything beyond a 430w is icing on the cake. However, a large pfd/mfd is nothing more than a large iPad screen.  Not to be confused with a primary navigator.  Entering things, navigating through the menus, and being able to see all the details with enough fov to be efficient is all easier on the larger screens. 

If you’re itching to spend money you might consider just installing a 3 servo gfc500 and connecting it to your g5…

I would absolutely put a new left panel in to modernize the layout. Normally Garmin is the obvious choice. However, I really do like my Aspen display almost as much as our big screen unit. It’s a joy to fly behind and is very helpful for instrument training/flight.  The pricing on the Aspen is also very aggressive for the refurb units. The pfd/mfd combo (2000 system) with the old style battery at $5k is a surprisingly good deal.  Long term support etc will favor the Garmin for sure. 

Parts list looks good to me. Personally I’d spend the extra for a new left panel during the upgrade. Moving instruments up, centering them, and grouping things (switches etc) goes a long way towards a nice looking finished project. 

5 hours ago, RoundTwo said:

Latest quote from Hawk is $23.5k for our planes. That was as of a month or so ago.

He was 16.5 two years ago for a long body w/ a recent factory design…

57 minutes ago, LANCECASPER said:

If I remember correctly in 2000 all Ovations came with 430s and a KFC225 A/P so it should have been wired for the glide slope on the ILS.  You could upgrade to 530s. Maybe Ins 2006 or later when they upgraded the 430 to 430W the extra wiring needed to be put in, but II would think that would have been clearly documented when it came back from upgrade for the shop to follow, since they had to swap out the antenna, etc.

The wiring was correct for an ILS approach as delivered with the 430/430 and 530/430.  The extra wire was/needs to be added when the units were upgraded to waas so the 225 could utilize gpss. The garmin 430w/530w/650/750 boxes need to be programmed to prompt APR while transitioning to approach mode so the 225 can do a precision gps approach instead of an ILS.  I’m not sure if the garmin box just tricks the AP into thinking it’s doing an ILS during the LPV approach or something happens inside the 225. Again it works really well if the pilot uses the proper procedure at the correct time. 

Agree with the above. If you like 1200 useful don’t let anyone weigh your plane during the upgrades…

12 minutes ago, Jeff Uphoff said:

It seems my 2000 Ovation with WAAS 430s and a KFC-225 isn't coupling to and tracking glide-slope on LPV approaches. At first, I thought it was because perhaps I'd armed the approach too late, having either been given late vectors onto final at the IF or high vectors, coming in above the GS. (In a couple of cases, both!) But now I'm not so sure...

On my most recent try, I was given very tight vectors onto final and was brought in high, but I did see the "GS arm" indication on the KFC-225. Would I see that indication if I was missing the above-described wire? Or does "GS arm" on the 225 indicate I have the wire and something else is up?

Thanks,

--Up, N194V.

First off I think the 225 is an amazing AP but it can be a little finicky sometimes. Please reference this page for the proper procedure.  If you are not being prompted with this APR message your 430w will need to be configured for it.  An additional wire is necessary to trick the 225 for vertical LPV guidance and gpss steering as well IIRC (it has been well over a decade since we had that interface).  If you’re a BT member this LINK might be helpful.  If you need more help let me know!

I remember pointing you to this listing on BT, I’m glad it’s been a nice plane for you!

IMO you have a somewhat unique plane with LR tanks, updated avionics, and a fairly late model J. However, I do feel like the top of the Mooney market passed us a number of months ago.  Personally I don’t feel the value of your plane will change very much (up or down) over the next few years.  I’d enjoy it as any trade up in the future will be much more expensive. A NA mid or short body Mooney is dirt cheap to own if it fits your mission. 

I’d still recommend cutting a new pilot side panel if you decide to go with the dual 275’s…

The cheapest and least invasive way to add a jpi 900 is to move your lifesaver. By adding a Slip indicator  to the lifesaver you can replace your turn coordinator with it. Remove the right Moritz unit, you’ll probably need to retain the left unit for the vac gauge, and place the JPI in vertically. You’ll need a fill panel, I probably have one laying around, painted to match your panel and cut around the 900.  Also a 2 1/4 blank for the removed jpi on the copilot side would be a good idea. Disadvantage to mounting the JPI vertically is the EGT’s are not always shown, just the CHT’s. 

On 9/3/2022 at 8:29 PM, bcg said:

Can I mix a G5 with a 275?

Sent from my Pixel 6a using Tapatalk
 

You can however, I would probably go with a used 650 and dual G5’s or dual 275’s that will allow you to remove other steam gauges if you want. 

22 hours ago, kortopates said:

indeed you are right,
page 12
https://www.bendixking.com/content/dam/bendixking/en/documents/downloads/006-18035-0000_1-KFC-225-KI-525A-Pilot-s-Guide.pdf


Sent from my iPhone using Tapatalk

Thanks Paul!  I was hoping my mind wasn’t going that fast. I figured that’s the way all the king AP’s (with altitude preselect) worked but it sound like a feature that only the 225 had. 

I must be having a (young) senior moment... I remember small changes to the 130a altimeter would have the 225 AP still hold the indicated altitude. That’s the whole point of having an encoding altimeter for preselect and maintaining altitude during pressure changes.