81X

Ok, I’ll bite on this as well. I couldn’t agree more with this statement above. Here’s the real life of having a 30+ year old KFC150 AP vs the GFC500. In the 1.5 years I had my KFC150, I had: Random disconnects due to fluctuating voltage as sort of displayed by the ammeter (different root issue but still caused a disconnect). No disconnects when this same issue showed up with having the GFC500. KFC150 servo? issues in rough air causing disconnect. Never an issue with the GFC500 in some really rough stuff. DC electric remote directional gyro failed, rendering the KFC150 useless. Broken wire and old KFC150 tray connectors not connecting randomly upon reinstalls. Not exactly the KFC150’s fault, but the connector type and age are an important failure mode of any old AP. I’ll take my chances with the minuscule chances of hand flying (Or using VS/HDG mode AP) a working ILS if GPS goes out vs the above. In the one year I’ve had my GFC500, I’ve had: Over 110 hours of flight time, zero disconnects, malfunctions, or failures. Just one person’s real world experience.

Neat! Just amazing the size to strength ratio of those motor mount bolts.

The attach points and hardware for those are indeed shockingly small. I wouldn’t even consider a wing failure in a Mooney but I do worry about the four tiny bolts holding that few hundred pound TSIO 360, prop, and accessories on! it cracks me up that the bolts holding the prop on are plentiful and mammoth, but then the bolts securing that prop plus the engine and accessories to the airframe are tiny. Some engineer probably has a good reason.

I have a working ki 256 from my 231 from when the GFC500 was put in. PM me if interested.

I loaned Garmin my M20K 231 for the mid-body certification of the GFC500. My first hand experience was largely positive. The communication, workmanship, fairness to the owner throughout the process is exactly what you would expect from a top shelf organization. Being a 231 that requires close engine monitoring during operation, they even humored me and adhered to my crazy operating instructions on watching CHT's, power settings, etc. My M20K was in at the same time as the Bravo, so there were a couple of minor redesigns and tuning that needed to be had, so the time frame was a little longer than anticipated. This tuning is what yielded a rock solid, stable, comfortable ride in all phases of flight. What I will say is that if you're going to go forward, you need to have an airplane that has basically no squawks, complete, accurate logs for all AD's, upgrades, modifications, everything. I was very fortunate that the ownership and maintenance chain of my airplane were and continue to be very clean and complete. I even had to put tire pressure placards on my gear doors since they were replaced before I owned it; that's how detailed their inspections get. (it's a required placard FWIW). My first coupled approach in actual conditions after the install was into CHO down to 200 and 1/2; no joke. The workmanship, performance and overall setup made me confident that I'd see a runway at the end, which happened right when it should have, and I wouldn't have some random disconnect at a terrible time. Would I do it again? Absolutely. Besides, the cross country from SC to Oregon was absolutely breathtaking. Also, I was able to fly with my hangar mate a bunch in his Bellanca Super Viking to stay current while my airplane was at Garmin- a cool experience in and of itself.

Decent chance I'll be there if the wx is nice. Last one of the year! December 15 at 9AM for those on MS not familiar with the SC Breakfast club!

Wow. This is some serious panel porn.

I'm absolutely terrified for what you're going to find on how hot you've been running your engine. My factory heat gauges are nothing short of a polished turd, although ironically the fuel gauges are super accurate. My 231 has had a JPI in it for the longest time and I'm about 1450 SMOH on the original cylinders with great valve patterns. Heat management is key on the 231, you're doing one of the best wallet modifications you can for your 231 (in a good way) I have a JPI EDM-830 and it's great. Great data, cost effective, you can add onto it over the years, etc. I really like it in landscape mode just to the left of the center stack. As others have said, the 900 or 930 are great choices if you want to ditch the factory gauges. I'm big on landscape mode, and every startup, I press step and have it "stick" to TIT. great for managing power LOP and ROP. Photo below from my 231.

Yeah, the South China Sea.

Yes, my K has the YD and I really like it for two main reasons- making the ride nicer in rough air and also keeping the ball centered during climbs in an airplane with no rudder trim. Who knows- maybe the YD will keep an airplane coordinated enough to avoid a base-final spin- purely speculating.

I also have a GTN and for me, the best control I feel that I have in turbulence is to anchor some fingers on the far side of the GTN (or the GFC500 panel) and pull hard-ish while typing with the free fingers.

They do at Garmin, they used my 231 for the GFC500 STC. Not cheap, but boy is most of their stuff top shelf. I got a tour of some of their facilities and they do indeed have their shit together- neat, clean, organized, passionate people. Lightning simulator chambers were really cool too.

Congratulations! if your #2 is a common radio, see if you can find a friend with a working unit and swap it in, that way you'll know whether to send it out, or to check the wiring. Seeing as you're having comm issues on #1 as well, it sounds like you may have antenna or other antenna wiring issues. Just make sure you're managing the engine heat effectively- keep the CHT's below 380; hopefully you have an engine monitor. If not, it's pretty much required in the 231 as the factory gauges are single point and terrible for accuracy after all these years. You've bought one of the best values in GA with the 231, just keep it cool and your cylinders will love you.

I went solar gray from LP Aero when I re-did my Cherokee glass except for the windscreen which was UV-coated clear. It looked a lot more modern than green and it certainly helped to block some of the heat. No issues at night whatsoever and if I ever re-do my 231, I'll do exactly the same. I use some of those sticky small tint panels now for my kid in the back which help for now.

Cool! Mine had some internal elements melted from some kind of internal failure. I was fortunate to get the last stock item from LASAR before the price skyrocketed to something like $1400.

A few flights after meeting Dan at Oshkosh, I bought an inspector. It was especially reassuring having it after I turned on the heat later in the season and it smelled funny. Fortunately it was nothing, but it’s amazing how frequently exhaust leaks happen in these airplanes.

Put it where it belongs- top center. While the G5 has all the annunciations, it's so nice having it top center within easy reach and sight.

Especially in the Southeast- CB's everywhere!

My longest day was 11.5 hours in a Cherokee 180 from NJ to Florida, with about 3 in IMC having only a wing leveler and a seat where the webbing was coming off on one side of the frame. I was in my 20's, so I didn't think anything of it but boy did that fried chicken taste incredible that night! My longest recently was 10.5 hours over 4 legs from SC to SD last summer. The margaritas that night in Rapid City SD were quite possibly the tastiest margaritas ever; the long day of flying may have had something to do with it. I did 8.2 for a business trip a couple weeks ago, out and back in the same day which was also a lot of flying, but it was smooth both ways in the low teens on o2 with the AP on. The o2 and use of the AP makes a big difference in not getting too wiped out for me these days.

Is anybody running them in turbos? I remember there was some debate about this in the past.

I think that the most dangerous thing here is having the gear warning going off with the power out and the gear up; it will drive you nuts.

First time owner, a Mooney and having a hangar, you have a very strong start, congratulations, you’re doing it right!! My hangar essentials are a fridge, old seating (couch or chairs), a grill and some choice beverages. Oil, cleaning supplies and some basic tools also help. I usually move my K model by hand, but I share a 4 airplane hangar and if the 340a is in front of me, an electric golf cart with front hitch and tow bar makes a nice setup, it just takes some practice to keep it within the steering tow limits.

I’ve spoken to G about this issue as I had and very occasionally still do have the same warning on my 750. The fan is on the back of the tray which needs to be taken out to be replaced. If the unit begins to overheat, the screen dims and possibly the comm tx power may decrease depending on the heat level. Even in summer in SC, my screen hasn’t dimmed when the message came up. My plan is to get it replaced after the ads b craze opens up some shop time for some other avionics upgrades. Side note, I was able to tour some of the test equipment at Garmin when I was there- the ovens, freezers and lightning simulators they use to test the equipment are very cool.

Decent chance I’ll be at that breakfast club. Send me a PM if you’ll be there!

Hi there! A part of my mission is to fly from SC to NY and FL to see family. That’s one of the things I use my K 231 for, its great as it can do those trips nonstop. The J has the same interior space and will yield similar results, just without a turbo. if you’re at a point where you can do a training flight or hitch an airplane ride to Laurens, there’s a breakfast club there tomorrow and I’ll be there in my K; usually a few other Mooneys also show up. I’m happy to talk Mooney, have you sit in it, and maybe go for a ride, depending on whether the family is with me or not. PM me for details!