WaynePierce

The Avidyne works flawlessly with the 275s and the 500, but I bought the Avidyne because I hate the monopoly that Garmin has and wanted to break free. Then a few years later I got the 275s and the 500 (I kept the 430W as a back up Nav and Comm) in hindsight, if I knew I was going to drink the Kool-Aide I would have probably gone with a Garmin Navigator to reap the full benefit of the Approach function in the 500.

That's what my wife and I said, last night after my Commercial flight from San Antonio to Memphis, via Charlotte got me home after midnight!

So I flew my Mooney, N5807T, over to 1T7 (Kestrel Airpark) for Jimmy to sell. I was fortunate that the wind was almost directly lined up with runway 12. Any of you that have flown in to or out of know the beauty of that runway. 12 is down hill and the top quarter is only slightly downhill then it drops rather dramatically for the rest of the way. 40 x 3000 I just barely missed the top of the runway then just let it float until it touched down. It was beautiful. I will miss this time machine, but whoever gets it will be getting a great Instrument platform. 2 GI 275s, Avidyne IFD 550 and audio panel, and the latest installation is a GFC 500. It flies so much better than I am capable of... :-) We were going to retire to the Mountains of either East Tennessee or North Carolina but there are no hangars available and I can't afford to live in one of the fly in communities in the area so we made the decision to buy a Condo on the Ocean and get a 38 - 42 foot SLOW sailboat, currently looking at Cabo Rico's if you're in to that sort of thing. I'm going to miss the time machine that is flying, but especially Mooney flying. Adieu

Everyone on the ground where he landed is dead.... (It's evidently a Cemetery) :-)

Here's how I updated my original panel... Not shown, on the left is redundant airspeed indicator and turn/bank coordinator.

Could not be more pleased. It probably helped that the air was pretty smooth but I was on rails. I departed with my altitude pre-selected and set the climb rate for 110 knots and it nailed both and absolutely no porpoising when I hit altitude. It was completely overcast so I wasn't able to climb higher than 2500 but boy was it nice. I dropped it off at another shop to have a ding taken care of so I won't be able to fly again for probably a month, I am so looking forward to that flight.. xc to Florida.

Thank you, good news for a change...

the one I am referring to is a silver spring loaded switch which is certainly cheap looking compared to what I currently have with the KAP 150.

Skip, were you able to keep the thumb trim switch from your KAP 150 when you installed your GFC 500? Mine is going in to the shop this month to replace my KAP 150 with the gfc 500 and I'm hoping that my trim switch will work and I don't have to have that cheap looking metal thumb switch...

I use a long yellow narrow funnel that I got at a Parts store. I think it's made for oil and so far it drains all the residue while it's in the tube. I try to keep my oil warmish though so it drains quickly. I keep the case in the hangar restroom with the heater on in the Winter. I keep the funnel in a plastic crate in the luggage area.

Make sure you look into their "OnePak" to see if you can save some money... https://fly.garmin.com/fly-garmin/onepak/ I have a OnePak for my 2 GI275's and my GNS 430W.

I went from a PA 28 180C Cherokee to an M20J with just more than 300 hours. I got the complex sign off and enough hours to satisfy my insurance company (it was either 10 or 15 hours). I got mine when I bought the plane from the dealer I went with. AllAmericanAircraft now known as DmaxAllAmerican. It was part of my purchase. You can get the transition training from any qualified CFI but they will have to have enough time in type and possibly model. If you're lucky the plane will be a few hours away from your location ... or more... and get the transition on the flight home.

I suppose that this will no longer be a "viable" option at the end of this month when Amazon will no longer support us choosing our organization, but will give the donations to whomever THEY choose?

I've just signed up with this group and look forward to my contribution and exercising of my J. The question I have, on their tax documentation, it asks for the hourly cost to operate my plane. The plane is paid for, so the only things I can come up with are hourly fuel burn and oil use. I've never had to figure out exactly how much per hour it costs us to fly on the trips we are making. Which, I believe, is probably ok in my mind... What numbers do you all use when you do your missions? I searched for cost to operate and many mention it on different posting but I've not found a "number". Thank you for your help.

I can even remember when you didn't have to get half nekkid to get on the plane. Family could even walk and stay with you in the boarding area...

In my 1985 J it's in the wing just outboard of the fuel tank.

I have my J annualed at M41, in Holly Springs, MS. Glenn Wilson Aircraft does the annual and he has done an excellent job since I've had the plane. Jewell Aircraft is an engine rebuilder on field as well, I hope I never need him for anything except answering questions. (No relation to Jewell Engines at KTKX) I also understand that T&T Aerotech is now a full service shop. They do a LOT of Mooney Avionics in this area but they are just starting out with their full service but I would trust them as well. They are located at KSNH Savannah Hardin County airport in Savannah, TN.

I'm contemplating giving up my AOPA membership for a number of reasons. My question is; Can you take the renewal "quiz" without being an AOPA member? I've been BasicMed since the beginning but I've been a member of AOPA as well. The're raising their rates this year for administration costs, has no real benefit for me with the exception of BasicMed is not appreciated. I may start a membership with EAA for the government lobbying efforts. I watched a video with Mark Baker this morning and see he's buying a Staggerwing. (maybe that's the administration cost, Mark needed a raise for his Staggerwing. Beautiful aircraft and I would fly one as well if I could afford one and afford the upkeep...)

It doesn't mention the GI 275 but this website: https://www.ainonline.com/aviation-news/general-aviation/2023-01-16/garmin-resolves-gfc-500-runaway-trim-issue Says this: The FAA has approved Garmin’s software update and service bulletin to fix the “potential runaway pitch trim issue” that has affected some GFC 500 autopilots. The situation applies to aircraft that are equipped with the GFC 500 and optional pitch trim. Garmin explained that the software update for the GFC 500 with G5 instruments and G3X Touch displays “allows pitch trim to be enabled as a closing action to Service Alert 22109 and STC Service Bulletin 22110." The Olathe, Kansas, avionics manufacturer expects to release software to cover GI 275 instrument installations “in the coming weeks.” A Garmin aviation service document notification tells owners that the software update must be accomplished in the next six months or at the next service interval, whichever comes first. The warranty reimbursable period ends on June 30, 2023. According to Garmin, affected units include “GFC 500 autopilot systems with an optional GSA 28 pitch trim installed using STC SA01866WI, master drawing list 005-01264-00, Revisions 1 through 76.” Validation of the software update from European, UK, and Brazilian aviation regulators is underway, the company said.

Korbike, I'm currently in the Memphis area, own a 1985 J and desperately want to move to your part of the state now that I"m retired. Just waiting on my wife to do the same and we are East bound. I purchased my J three years ago, I was on a mail list that Jimmy keeps on perspective buyers and this J came up. Since taking possession I've updated the Avionics to an Avidyne IFD 550 and moved the existing GNS 430W to the right side and at the same time installed ADS-B for the mandate with a Lynx 9000 as well as updating the Audio Panel to an Avidyne unit. My next upgrade was last year when I had two GI 275's installed and got rid of the vacuum system. At the end of last year my Auto Pilot (KAP 150) decided it was going to completely quit working and now I've ordered a GFC 500 to replace it, hopefully within the next two months. So if you know of a hangar at your airport and you still don't have a plane in a year or so.... let me know. Maybe we could work something out. :-)

I've used the same USB drive to update my IFD 550 since my first update. SanDisk 16GB USB 3.0. I made sure it was formatted correctly and I've only updated the drive each time there is one available. I've not deleted anything off of it and I think I even put an update for my GI 275 on the same drive and it didn't adversely affect the operation. You may want to copy the files on to a hard drive and then re-format the jump drive then recopy the info that you took off of it originally. If the solution you mentioned above doesn't work.

I think it's the editing. As a retired video professional I know what it takes and how long... No wonder why so many lose interest, some people built their channels on eye candy... right seat as well as aircraft, but unless you have a "hook" it's very difficult to shoot and edit even one video a week. Plus, the work at finding the "right" feel and sound with royalty free music is probably quite a task as well.

Figure out what avionics you would want, then look for a plane with those installed already. It's expensive to piecemeal these things together... ask me how I know :-)

what do you have driving the GFC-500? GI 275? or something else?

I don't know, that will be a question to ask the next time I fly over the the Avionics shop! It's an excuse to fly, I'll take it.