Stanton R

This is the wording on the installation manual "GFC 500 INSTALL MANUAL ADDENDUM, MOONEY M20 C/D/E/F/G (1965 & ON)"

It looks like that the C,D,E Installation kits are approved. The installation supplement for the F,G also has the 65 and up C,D,Es. My guess they are just getting the computer setup tested and approved.

It also looks like that the C,D,E Installation kits are approved. The installation supplement for the F,G also has the 65 and up C,D,Es. My guess they are just getting the computer setup tested and approved.

The GDL 84 will not display ADS-b on the GNS. You would need the GDL 88 or a GTX 345. The traffic you have know is call TIS A. It only works in some larger ATC areas.

Not sure if you could still get the deal, but STEC was running an upgrade for a used 55X for Mooneys several months ago. It was less the $10,000 and included a roll servo, turn coordinator, controller and wiring harness.

You have to change the 429 output on the GTN that goes to the GAD 29B to 'GARMIN 429'

I just looked at the install manual and it looks like you are trying to put the sprocket on backward. The sprocket should be should be closer to the middle instead of the end.

There is a potential gotcha with upgrading a E5 to a EFD 1000 PFD Max. The E5 doesn't need a back up horizon and single screen MAX PFD does. So if you took your vacuum system out you will have to add a suitable horizon or add a 1000 MFD max with remote battery.

You can tell flight aware not to put your N number on the web page. https://flightaware.com/about/faq#blockmytail In fact it looks like you can have the FAA block your N number from being sent to the internet.

The G3X has AOA with experimental installations. My hope is garmin will figure out a way to get it approved on the certified version.

Another reason for the EDM 900 is you will bet all pressurized oil and fuel out of the cockpit.

From personal experience go on a calm smooth day. It is very hard to keep the required speeds, heading and altitude required to complete the calibration. I also seems to work best if you are close to max weight. Also bring someone along to keep an eye out for traffic you will be spending several minutes watching instruments.

Rather then use all the transformers, capacitors and inductors we use the AIU 900A from Deklintech. It is only $250 and you end up with a much nicer installation. You also want to turn on GPS steering unless you are not hooking it up to a GPS http://www.deklintech.com/assets/aiu900-install-manual-rev-2.0.pdf

Currently the TruTrak only hooks to your GPS. No connections will be made to the G5. The Gad 29B or GMU 11 will not be required

If you put all the test points to 0 it will start working. It still needs to be corresponded to you altimeter.

If you want the autopilot to use the Aspen horizon for roll information to the autopilot, then you will need the EA100. You don't need the EA100 even if you have pitch if you keep the original horizon.

The TXi EIS is much less restricted then the JPI or EI instrument replacements. The installer can change the gauges around and program the parameters unlike JPI and EI. There are some limitations but at least you don't have to send it back if something changes on the engine parameters. I bet if enough people ask they will be able to add % horsepower.

This is the information I got from my Aspen rep less then a week ago. E5: 1: Ifr compatible 2: you can remove the horizon and DG unless the horizon is used for the autopilot(see note 4) 3: The ACU will be required for most older autopilots and navigation receivers 4: If you have an autopilot that uses the horizon you can use the EA100. 1000 PRO Max PFD: all the same requirements of the E5 with the addition of needing to keep the horizon. The thoughts at Oshkosh was that since the E5 didn't a horizon that the 1000 max pro PFD would also not need one. Aspen as since been told that is not the case. The 1000 PRO max PFD has the same requirements at the 1000 pro PFD. If you install the 1000 pro max PFD and MFD you can get rid of all the flight instruments except the compass.

The 430 will use RS-232 for gps and weather information. The 429 will be for traffic. You will also want to use the RS232 out of the aspen to send pressure altitude to the 345 so that you can get rid of your encoder.

My guess is something is partially blocking your MAP transducer.

You will lose TIS-a coming from the 330 es if you remove the 429 connector.

The GFC 500 doesn't require the two 429 inputs on the 430W. You currently only need both inputs with non garmin auto pilots. You need the GAD 29b if you want nav and gps information to show up on the G5 HSI.

GPS antenna.

Unless you already bought the FS 210 or are getting it used, the FS 510 will be less cost($0 installation cost or extra Circuit Breaker). You can order the the 650 without a data card saving ~$450. The 510 also has the database concierge (super easy to use)

The current G5 STC requires you use both of the 430W arinc 429 inputs for the G5, so you don't have one for the GTX 345. Garmin has added a 429 protocol on the 430W (G5) that allows the G5 to only use one of the 430W 429 ports, which works fine, it just hasn't been changed on the G5 STC approval.