FlySafe

David, good questions, as you know it’s all about the risk cost benefit ratio. In a perfect world, yes you would keep the database updated even if only flying ifr a few time a yr. however, in your case only minimal risk not having a current approach database since only needed rarely but then again the cost or severity if needed could be high, you are in the best position to decide. the safetaxi is very helpful at larger airports even on a 2" 375 screen. The iPad does a good job as well so again it’s a matter of what you feel most comfortable with. Key point is to have something that is current that can display location to help you maintain situation awareness on the ground and in the air. Take care

Hi David, some more info from the faa on this (https://www.faa.gov/air_traffic/flight_info/aeronav/faq/#q8c). for ifr always best to use currnt charts and databases, be safe and have fun. k "What is the database currency requirement needed for VFR or IFR flight? AIM 1-1-19b3(b) Database Currency (1) In many receivers, an up-datable database is used for navigation fixes, airports and instrument procedures. These databases must be maintained to the current update for IFR operations, but no such requirement exists for VFR use. (2) However,... AIM 1-1-19f1(b) Equipment and Database Requirements - For IFR Operations "All approach procedures to be flown must be retrievable from the current airborne navigation database..." AC 90-100, U.S. TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV) OPERATIONS, paragraph 8a(3): The onboard navigation data must be current and appropriate for the region of intended operation and must include the navigation aids, waypoints, and relevant coded terminal airspace procedures for the departure, arrival, and alternate airfields. Navigation databases are expected to be current for the duration of the flight. If the AIRAC cycle will change during flight, operators and pilots should establish procedures to ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. Traditionally, this has been accomplished by verifying electronic data against paper products. One acceptable means is to compare aeronautical charts (new and old) to verify navigation fixes prior to dispatch. If an amended chart is published for the procedure, the database must not be used to conduct the operation." Published instrument procedures and routes are incorporated by reference into 14 CFR Part 95 and 14 CFR Part 97, are "law." They are "effective" only during the AIRAC cycle dates specified on the enroute chart/TPP covers or on the side of the chart when printed from the digital-TPP. If you are using a published procedure before or after the dates specified on the chart under IFR, you are technically in violation of the law."

Hi @BillYesIAm, company below has several types of LED replacement options at a very reasonable price, non-tso parts. I've been happy with mine. FAA AC light bulbs AC_23-27.pdf on legality of PARTS AND MATERIALS SUBSTITUTION FOR VINTAGE AIRCRAFT (pre 1980) attached for your consideration. Happy flying. https://www.aero-lites.com/navmax-product-info kurt

Hi, here is another lead on a shop with experience on inspecting stormscopes and they can issue an 8130 form, awhile back they quoted me a very reasonable fee for testing a similar unit. good luck. kz R.C. Avionics Gene Zalabski 8891 Airport Road Building 2161 Missouri Row Blaine, MN 55449 763-398-3920

sorry that was a quote from @Mooneymite, "Absolutely! Find the Mooney you like and either gear system is fine."

gwav8or, Agree with @DCarlton, both opotions are good, electric great for those with or at risk of bursitis ;). i've flown with both, love the manual for its simplicity but now that i'm older and as a cfi finding the electric has advantages such as being able to fly from right seat and manage the gear without having to be a contortionist. Rember, risk of gear up landings about same for either...three gear down an locked checks on every landing happy hunting

Woodman86, Agree with mooneymite about battery and rest of electrical system as possible issue; one source suggests after 3-4 years an average aircraft battery may be living on borrowed time depending on how its cared for and used. I've had very good look with the standard reiff system ~$600 as i recall. about 2 hrs labor to install, gives me an 80-degree delta in 6-8hrs on the cylinders and 100 on the oil with cower cover on and when on the ramp. usually start it 12 hrs before flight with remote wifi switch to give the battery time to warm up as well and use it whenever the outside temp <50. Lycoming suggests heat when temps <20, others <50 so do your research and decide what’s best for you. I opt for <50 to minimize engine wear at start up figuring a few extra hrs of electricity is cheap compared to an overhaul. good luck http://www.reiffpreheat.com/product.htm#Standard System

well i'm one of those that certainly has more in my avionics than the frame on my 74C (GFC500, 2 G5s, GTX345, PMA8000, GTN650xi, AV20s, JPI830, and a GNC355 waiting when my kx155 display fails) but i love it and would not part with it or be able to replace with a similarly equipped for less than 110-120K. insurance at 100k and no questions from avemco and probably a little low even at that. I don't consider my plane an investment but it's very important for my mental health and quality of life. We each get to decide how to upgrade and which airframe to fly. we are fortune in the mooney family to have several excellent airframe choices to build upon....and yes it's just a lowly C, flying along at 130kts, 65% power on 8 gal/hr but having fun stay warm. k

Paint Shop Survey: Downtime, Costs Up Designing the right scheme and playing an active role in the planning helps keep the project on the rails. Lowballed quotes should be red flags. By Larry Anglisano -Published:July 20, 2020Updated:October 12, 2021, aviation consumer

Hi 58V, Boss (http://aircraftpainting.com/) in Salisbury, NC has been highly rated as a standout shop in aviation consumer's review (https://www.aviationconsumer.com/maintenancematters/paint-shop-survey-downtime-costs-up/) I have personally had 1 plane repainted with them. Very professional, great work on time and on quote. good luck k

Good Morning All; I have the following green tagged vacuum system related parts available. Removed from a 1974 M20C in July during avionics upgrades. If interested in the lot or as individual parts, send me a PM with an offer and it will likely be yours Thanks and stay warm. 1, Rapco vacuum pump, pn:215CC, sn:175082, (installed 6/17, ~250 hrs use) 1, Suction gage, pn:3-200-12, sn:B1102 1, Vacuum regulator valve assembly, pn:133C3, sn:6R 1, MPL pressure sensor, pn:502 2, Rapco vacuum filters (pn:RA-d9-18-1) with attached inlet assemblies (pn:1J7-1) 1, Precise flight standby vacuum valve and misc. connector, pn:15260 (no green card) kz

For a portable solution the sidewinder is still the one to beat based on my recent due diligence. All most all pilot reports are positive. Only limitation appears to be snow but by the time yours and mine arrives with their 6-8 week backorder status, hopefully spring will have arrived. Its pricey, but from experience, generally if you go with the best product initially you will save money in the long-term and be happier. Take care k

Hi toto; i had the Savvymx service for 1 yr. I had a few issues with surprise billing from another shop and thought I would give savvy a try. It was fair to ok but not ideal in my case. Every time an issue came up for consult the advice was not that helpful or specific beyond general solutions I was already aware of. My assigned agent kept dropping the ball in regards to quotes, approval and repair when it came time for work to actually be done. They left me hanging a few times with my regular shop not knowing what to do and me having to call the shop directly to sort out what was going on. My impression was that my agent was not very Mooney savvy, probably better for cirrus stuff and maybe novice owners. I do continue to use the free engine analysis and upload my logs regularly. They were always prompt and pleasant enough when I contacted them through their client portal. I greatly respect Mike Bush’s maintenance advice but then he is not the person you will likely be dealing with. Your mileage may be different, Just my personal experience. Good luck. k

Great to have you in the community, welcome! k

Hi Mim20c, thanks. the reasoning that was given to me by the shop when i raised this very question on the 430 upgrade was that, yes the IFD would work with my planned, G5 and GFC500 upgrades because the 430W does and the IFD has an STC as a replacement for the 430W; i.e., if A = B, and C = A then C = B. Live and learn, I had some concern and should have trusted my instincts at the time; its an unfortunate and costly mistake but hopefully someone else can benefit from it. Looking ahead, the smart glide and vnav option will be a nice addition to the GFC500.

Hello, wanted to share some information from Avidyne with the group related to using the IFD navigator with the GFC500. I previously posted under the topic GFC500 install for M20C, D, E related to my troubleshooting steps to resolve an offset issue on LPV approaches on the final approach segment. After trying all the suggestions from Avidyne to resolve and some from our forums here, I'm giving up and moving on to the GTN650xi. Below is the most recent Avidyne response indicating they are aware of this problem in some installs and there is no clear timeline for its resolution. I'm sharing not to point a finger at Avidyne but to help others avoid going down the path I did with the IFD if you are considering a GFC500 in the future or upgrading from a GNS430/530. While I have liked the IFD interface, support and ease of upgrade from the 430W, it has proved to be a penny-wise, pound-foolish choice in my situation. Best wishes, kurt "We are sorry to hear your not getting the expected results from your IFD and GFC500 interface. There is a conflicting software or data communication issue with the Avidyne IFD and the GFC Autopilots, but it is not a consistent issue that we have been able to resolve. I have been told the way the GFC500 receives non Garmin Navigator RS232 data is different than the way it receives Garmin Navigator RS232 data. The GFC and the IFD is still not an approved interface through our installation STC and we have not conducted enough tests to determine how the two units would work best together. We do have customers that installed the IFD with a G5 and GFC500 in a Mooney and are happy with the interface; however, they did their engineering for the installation without Avidyne and got all their own approvals. This may be due to the Mooney model software and configuration settings loaded on to the GFC500. All data that we can provide would be reference only. We are doing our best to conduct the tests and improve this interface but there is not a current time frame available for a solution. Our last correspondence was referencing configuration changes between your aircraft and a configuration setup you saw on the Mooney Space Forum. The only difference in the configuration I saw between your aircraft and the data you provided was changing the main ARINC 429 output from GAMA 429 Graphics w/Int to GAMA 429 Graphics. Were you able to make this change to see if anything was improved? Furthermore, the RS232 data issue we have been told that one shop was able to resolve this issue by paralleling the MapMX data out of the IFD and to the Input of the G5 and the GFC500 AP. You could try this but would have to get your own approval for the configuration and engineering."

maybe its a steering wheel spinner for those days you are feeling adventurous

As an update, changing the IFD Gama 429 setting (graphics+/- int) did not help with the GFC 500 AP LPV lateral deviation on final approach segment but thanks for everyone’s help. I will continue to investigate with installer and Avidyne’s help but currently have exhausted the list of setting changes to try as suggested from Avidyne/this forum and local shop. Almost seems the GFC500 is purposely degrading the GPS final approach segment lateral course guidance from the IFD or its not passing the info in the right format or sensitivity for the G5 (my speculation). The lateral error is not dramatic and still within ACS instrument standards but annoying. Will say Avidyne has been very responsive in trying to help; also, Garmin did respond but said to check with Avidyne, not their problem which is understandable. Now just have to decide if its worth $7K installed price (shop est) to trade in the ifd440 for a gtn650xi. Not a EE, but from my limited experience with modern digital AP systems, best to have a single vendor for the various pieces of the puzzle so all the parts play well and you don’t fall into that cycle of where one vendor updates software which then interferes with the functionality of another’s vendors critical system component. In which case, you end with vendor finger pointing and no one really able to address the issue other than suggest hope that some theoretical future software update will fix the problem. If I had not already had an IFD 440 installed and had it to do over, I would have gone with the GTN 650 or 650xi and that is my recommendation to those of you still awaiting on your GFC500 AP install appointment and contemplating your GPS/nav/com choice. Happy Holidays.

The only difference I see is with the Main ARINC 429 Config. My aircraft has Out 1 set to GAMA 429 Graphics w/Int and yours is set to GAMA 429 Graphics. No idea if this is a significant difference but I'll make the change and evaluate, thanks again k Evaporation

thank you! abd have a good thanksgiving

danad, can you tell me what baud setting and MapMx option you are using with your 540? thanks kurt

Thanks Danad, i can confirm that the G5 and gfc500 require the IFD to have approach gps roll steering enabled. Once I turned it back on the app mode on the gfc worked again for lpv approaches, still occasinoaly right of course in last 500 ft AGL of approach. I'll check the baud rate next. The g5 has the latest software, any thoughts as to what the baud rate and 429 MapMX slabel type should be? Thank you! k

Dev, thank you, my vac system was removed last annual so i will explore this option, good idea

Thank you all, great ideas!