201Mooniac

I got mine from: Jon Abbotts | Pure Medical www.puremedco.com 888.747.7590 Toll Free 828.544.1178 Direct 828.544.1173 Main 828.263.4945 Fax Just needed to send a copy of my pilots license.

Also have mine for 2+ years with no issues at all. Highly recommended.

I'm not sure but I believe you need both an RS 232 and an ARINC 429 connection between the GTX 335 and the GNS 430. The altitude probably is a label on the ARINC 429. I think you might be able to do the configuration of the GTX 335 without a laptop but I know my installer used one when configuring my GTX 345.

This seems to be an issue with the FIS-B data stream, many are having the same issue. There is a long thread on it on BeechTalk as well as others.

They don't take excessively long but I plan for three weeks these days where I used to plan for two just because of parts delays. I've heard only good things about the shop at TTD though I've never used them. Mark at Top Gun used to patch tanks but I think he prefers to not do them these days.

Wow, definitely not been my experience, all have been at least 5+ years and the last two have been 7+. I do fly twice a week on average and keep a battery minder running but I wouldn't recommend one either with your track record. Just grasping here but have you verified your charging system is working correctly?

If yours is the same as my 1980 M20J, the Zeftronics regulator is R15300. I have one of those with a Plane Power AL12-P70 alternator. Both have lasted over 16 years now. I understand the Plane Power alternators have gotten very expensive though.

While I agree that anything to keep the battery healthy is a good thing, I would wonder why you are only getting 2 years from a Concorde battery. My last one went 8 years before it reached the limit on the capacity test and my current one is 7 year old and it passed the capacity test in January. I had issues with short life on the Gill batteries I used to use but the last few Concordes have all lasted me many years.

I've been a customer at Top Gun for 30 years now but I still call at least a month before, usually two to get the exact day I want to drop it off scheduled. If I forget to call, Rachel always sends me an email a month out. While I schedule my start date, I've found in the last couple of years that end date scheduling is near impossible as parts availability can too easily get in the way of completing the work and you just need to be patient. If you need rigging, definitely take it to a Mooney expert as it isn't the easiest thing to get right and I've seen a shop that wasn't familiar actually do damage trying to rig a Mooney.

Depends on the year of the J, mine, a 1980 model is 132 knots.

This link might work: https://register.gotowebinar.com/recording/viewRecording/8494673351512644186/6904954360584511576/fineberg@aviating.com?registrantKey=3635596117339782748&type=ATTENDEEEMAILRECORDINGLINK

I've done this quite a few times, especially in HI. We've always just brought the instructor along for our flight as a tour guide. There aren't as many places to rent an airplane in HI as there used to be, I was there in March and couldn't find anywhere to rent an airplane on Kauai or on the Hilo side of the big island so we rented on Oahu, previous time we rented on Maui.

Maybe someone from the PNW might have some experience from Copalis Beach?

Here is the interconnect drawing for the GTN to the KI 525A, it clearly shows both the lateral and vertical interconnects and flags. BK HSI.pdf

I can't speak to the problems as I'm not using it but it is still for sale at KRHV at least, not sure if anyone is buying it though.

Well finally had my schedule align with that of Absolute Aero and I wanted to report back. I flew over there yesterday morning and they got right on the job. They took my prop from 0.2 to 0.01 and I was both very pleased with the service and with the outcome. They seem like a very professional organization. I would definitely recommend them. Thanks @kortopates for the great recommendation.

To be honest, most of my practice approaches in the airplane are on AP as I practice my hand flying of both enroute and approaches in the simulator and the automation and buttonolgy in the airplane as the simulator doesn't have the same avionics. That's not to say I don't hand fly the airplane as well but when practicing I want to make sure I'm very proficient in exactly how all of the fancy gadgets work to make sure they are always taking me where I want to go.

Since the GTX 335 is ADS-B out only, it doesn't interface with the GTS 800, only the GTX 345 does. The GTX 345 has an HSDB connection with the GTS 800 for correlation between ADS-B traffic (TIS-B) and active traffic from the GTS 800. Edit: To be complete, there is a serial interconnect between the GTX 335 and the GDL 88 for transponder suppresion.

The GTX are fairly reliable as I've heard. What is the GPS source? While I expect it could be bench checked, most shops won't have the data and will just recommend sending back to Garmin for a flat rate repair. I recently did replace my GTX and GDL with a GTX 345 for compatibility with other equipment reasons and the needed new wiring was really minimal. If your GPS source is a GTN, you just need to ad an HSDB connection from the GTX 345 to the GTN. If you have an active traffic system attached to the GDL-88, it does get a little more involved as you need to get that wired to the GTX but in my case they reused the wiring from the GDL to the GTN (from the rear avionics bay to the front) for the TAS to the GTX. Overall they completed it in about 16 hours.

I don't want to jump on someones sale but if he doesn't still have it I have one that was removed from my 1980 M20J when I installed my EIS. It was about 2 years old at the time. If you are interested, send me a PM and I can send you some pictures and data.

I had a PDP-8 in my basement many years ago, I got it from the university as surplus around 1986 or so. Took me about a year to get it all working again. I think I might still remember how to toggle the boot sequence in on the front panel switches. I do still have the last OS tape I made along with a tic-tac-toe game on paper tape.

There was a great fly-in a Paso last year. It is an occasional thing, not quite regular. It was organized by Phil Corman of https://themooneyflyer.com/. He always does a great job on the fly-in.

I agree completely that this can keep you sharp and allow you to train things that aren’t necessarily easy or safe in the plane. I use a Redbird TD2 BATD about 2-3 hours a month to fly arrivals/departures/approaches all over the country and practice failures of equipment. The sim is a G1000 and I have a G500TXi and 2 GTNs so the sim is always more mentally challenging as I am not nearly as proficient on the G1000, it requires more time away from the flying which is always a challenge. I also agree that hand flying it is more difficult that hand flying the real aircraft due to the lack of feedback. Really a great way to get the extra practice.

I have found that the wire to the lamp socket in the floor gear indicator can work harden and break connection after a while. The gear horn could also be misadjusted to the point it never somes on.

I wonder who that could have been...