Stanton R

If it is working correctly the ball will stay centered in the turns and high power climbs. If it is backwards you will get into a crab and turns will be super uncoordinated.

I wish I had noticed this sooner but the rudder servo cable is wrapped around the servo incorrectly. The cable should be more parallel with the control rod (see attached). It's hard to tell but the elevator servo may be wrong also. I'm pretty sure if it wasn't changed that they would have had to program the yaw servo backwards to get it to work correctly. However it is kind of hard to check the Yaw servo for proper movement on the ground so it may be actually going the wrong way.

I wouldn't pay a dime unless they had to rework something from when the autopilot was installed. First off the job shouldn't have taken more than 2.5 hours per servo and second it is a warranty replacement and Garmin and your shop should work out what gets paid and/or written off. Third I would be a little concerned that the work wasn't done correctly if it truly took 3 days.

If the GI 275 are installed as an ADI and HSI and are mod 1 then you will need the mode controller, servos and install kits.

The certified G3X touch has a dedicated backup RS232 for the airdata GSU25 and the GEA 24. Canbus failure should only kill the heading, auto pilot and most of the navigation information coming from the GAD 29. The non certified G3X the Rs232 is optional.

The Garmin 175 355 375 can use a CDI with built in converters, like the KI 209 and 204.

It does if you update the 175 to the latest software

You wouldn't have to rebuild your panel. You would just need an adapter to change from the the 360 to GI 275 or G5. You also don't loose GPSS.

The Tach time on a mechanical tach has nothing to do with the needle. It is actually just counting the number of times the engine is turning. So unless the cable is slipping or the gears are bad the tach time is correct. The needle is moved by a spinning magnet that pulls the needle over farther the faster in spins.

Since you are using your transponder as a GPS that doesn't have a database you are more then likely getting true heading instead of magnetic variation corrected heading.

Your FS 510 may need a software upgrade which unfortunately has to be done by a Garmin dealer

Does anyone have any pictures of a dual screen G500 TXi (1 x 10" and 1 x 7") in a Mooney.

The KI209A has two different CDI inputs(composite and resolver). The KI 209 only has a composite input and 12 pins. If you are going to use the KI 209 you need to go to the KI 209 page on of the install manual. There is only 6 connections to the 209 from the 355.

I am going to say BK and Dynon are struggling to get autopilots approved. Garmin has gotten more autopilot STC in the last 6 months the BK and Dynon combined since the beginning of the certified autopilot era. Side note according to the Dynon certified page they are currently working on the Mooney STC. It looks like currently only mid-body.

If you want get rid of the KI256 you need the Gad 43. If you want to also get rid of the K297 you would need the GAD 43E. If you replace the KI 256 with a GAD 43 you will need to recalibrate the KFC 150. You will need a back up G5 or GI 275 if you remove the KI256. You really don't gain anything by adding the GTX 345. From personal experience I would keep your current avionics and change to the GFC500 autopilot. I have never flown with a better GA autopilot. On my M20C first 2 hour test flight with a GFC500, I did 6 GPS low approaches ( most with course reversals) and never touched the flight controls except for the takeoff and landing.