dzeleski

I fly VFR XCs weekly all year round. Most times that a storm is rolling though and its a VFR day, between FIS-B weather and your eyes its pretty easy to navigate. Remember though, ALL weather products are delayed by at least 20min and sometimes close to an hour to real time. What you need to get a gauge for is when things are degrading too much to go VFR. The best way ive found to determine that is start studying for your IR (ironically). Once I started I got a better feel for worse weather then I was comfortable with and started to understand how things actually tend to work weather wise. If you 100% absolutely need to be there, doing it with just a PPL will be difficult. Consider commercial at that point. Trying to plan it this far out is basically impossible. I pretty much make a go no go decision 24 hours in advance at most this time of year. Youll need to be more flexible on your days and times to make it work... unless you just get lucky which does happen.

I turn mine on at about 200ish feet. I pull the gear up immediately, YD, check airspeed, flaps up if fast enough. I always hand fly my landings/approaches as much as possible so I just kick the whole AP off a few miles out and hand fly. If flying an approach to mins then leave everything on until your min and kick the AP off the YD will come off with it but ONLY if you use the disconnect button, if you press the AP button on the GMC it will leave the YD on.

My G5’s are identical. It’s possible all 3 of yours are off by a bit. It takes awhile but eventually the AP doesn’t like something and kicks off. From what I understand the gfc500 is made to be overly cautious (makes sense tbh) if it sees anything outside of very strict boundaries it kicks off. I would start asking your installer to confirm all 3 calibrations are set correctly or have them re do all 3 so they match. Keep in mind I’m not an avionics installer. I just happen to have had this conversation with my shop a few days ago when discussing things around my install. I would ask if the 507 was actually calibrated, if a new one was installed but not calibrated you are in the same spot. I would think if garmin was involved this would’ve been gone over but who knows. Pretty sure your gtx AHRS has nothing to do with it, it’s separate and not used for the AP. No it matters for all GFC500 installs. They all need to be calibrated together from what I understand at least.

Does your g3x match your g5 in attitude exactly? Ask you installer to check the calibration within the GMC-507 (the control unit for the AP) there is a 3rd AHRS unit in it that is used as a 3rd comparison. If not calibrated correctly it will kick the AP off due to it reading bad data between the units.

I would never push it anywhere near that close, I like to keep 20 gallons on board if that means stopping I stop. Even in my J thats 3-4 hours of flight time which is usually more then my bladder can handle anyways. Thats my personal opinion though. Unusable is unusable, its the fuel remaining in the tank, lines, pump, etc that can no longer be pumped because its sucking air and pressure is not able to be maintained to keep the engine running. To answer directly yes in theory at 37 gallons the engine would start to stumble and shut down. Remember though these airplanes are hand built, there can be some variation between airplanes and tank shapes can change a bit overtime if any work has been done. The best test you can do is run a tank until it starts to do this, then you know exactly when this will happen based on your FF/gauges. But you should do it to both tanks, they could be slightly different.

Air Mods regularly does this type of work. Youll probably get multiple people here recommending them. I fly to them from LI specifically for my annual or anything more mooney specific.

I tried calling them to get setup for my IFD. I got so frustrated I said screw it ill wait until the website lets you do it without talking to anyone. A year later they finally have a website that you can buy what you want on your own without talking to anyone. Your issue is a little different in that you need to get access back to your subscription but when it does expire just do it online so you dont need to speak with them. Just hope nothing goes wrong with your account cause they are one of the worst places to call for help.

Caranuba will not hold up for long, maybe 2 months if stored inside, days if stored outside or flown often. We have much better products these days. Meguiars hybrid ceramic wax or turtle waxes hybrid ceramic are nice and cheap and easily last 6 months, Adams ceramic spray coating while more expensive will last a little longer. I personally like meguiars as I use it as a drying aid and remove a step entirely. I coat the plane two times per year on top, and 4 times a year on the belly due to oil and lead.

Nothing wrong with a hose, I would try and avoid a power washer unless you have a really wide angle nozzle. If you have paint that is chipping or flaking avoid direct contact in those areas. Personally I mix up ONR in a chemical pump sprayer (for lawn chemicals just make sure its brand new and only gets used for soap) and spray down a whole section then use dozens of microfibers and change them out frequently. Most people use waterless washes wrong and are actually scratching their paint (love marks), using a hose with water is safer if you do not use those products correctly.

I would guess most of us want to actually fly and not fix something for 12+ months before we can fly it. If you want a project to try and flip and have time/money to burn, sure makes sense. Personally would never consider something this outdated, not just because its old and prone to failing. But also because if they didnt care enough about the thing to not update it for 40+ years what else wasnt done? I would think most people feel the same way.

"Pilot controls for flight director functions are not available on the GDU. They are available only on the autopilot/flight director controller." http://static.garmin.com/pumac/190-01717-10_h.pdf Section 3.6 Page 3-22 It seems the AP controller drives that functionality.

Sent a PM with everything I got in the reg email.

Do these take a bit to process? I do not see anything including in junk/spam. I registered on 6/14.

Cams hard surface hardened and can also be coated. In either case that camshaft should not be in an engine let alone one that flies. The lifter that lobe was riding on is probably also toast, or will be toast. This is also an F which means its a 4cyl, 3cyl with a 4th dragging will not make enough power to get you out of trouble and if it gets bad enough youll be lucky to hold alt. If one of my race engines had a cam in that state it would become a wall ornament and they operate on the ground. I get its expensive but Im not risking myself, friends, family, etc with something like this.

Just did this swap with my AP upgrade. Chase makes it super easy as per usual and the 450B is quite the upgrade from a GMA 340. Auto squelch is such a nice feature, no longer do I need to mess with millimeter changes for each new passenger. Dual BT is great, ForeFlight on one, Music on the other. The flexibility of being able to mute ATC for passengers or prevent music from muting for them is great. Intelliaudio is probably the most important thing here though, my ability to still hear approach but get the weather has increased ten fold. Just make sure you swap all your headseats to stereo I did the same thing until I re read the manual.

What mode are you in? NAV? My install is less then 10 hours old but I have not had this happen. What steps are you using to get it to reproduce? Definitely not normal though.

You are me one year ago. I purchased a J for the same exact reason, a 172N is $190 an hour wet, and a 182T is $240 an hour wet as ISP, completely insane. I bought at 28 with 78 hours TT, no retract and no time in type. I bought just before insurance started to change, your biggest issue will be getting insurance and finding storage, get quotes now for both and get on waiting lists. My first year insurance was ~$3500, expect to pay 600-1000 per month for a hangar, 200-400 a month for a tie down. I did finance my airplane but I got a very good rate so it made sense for me to keep my money in investments rather then use the cash. I dont think you are crazy but you really need to sit down and estimate your costs, I budget 30k per year to fly and maintain my J. This includes the cost of flying 150 hours per year. What you need to do to own a mooney is have self control and great airspeed control. You can work on this now in a 172, everything you do needs to be on the numbers perfectly. Mooneys are amazing planes but the stall characteristics are not docile and landing them consistently is difficult. Once you decide on a model, study the POH before you even show up that way you have an idea on how things are supposed to work. My J is at ISP, I live 20 min West of ISP. If you need a mooney ride or some local assistance id be glad to have a chat with you. There are a couple of really experienced and helpful NY Mooney owners as well.

Just as a FYI this could have been done correctly, the install guide has like 30 revisions and they at one point had you set it up on the avionics bus. My install has the ADI on the master and the HSI on the avionics bus.

I’ll PM you

My Garmin dealer did mine. Islip Avionics at ISP. They had zero issues doing this since the IFD is GNS compatible. Avidyne has already approved the IFD to be a slide in minor alteration to a GNS and its also approved to work with the G5s, there is nothing else to approve. http://forums.avidyne.com/g3x-gfc-500-and-an-ifd-540_topic1884.html

The GFC 500 wont work with a Skyview, the G5 is the autopilots brains in that config. You may be able to get a Skyview into the panel with a GFC 500 and a G5 but I doubt any of the nice features will work properly and the Skyview and G5 will not sync. If you want the GFC you are better off looking at a G3X with a G5.

Any recommendations?

Which means it’s legal because the IFD is a legal replacement of the GNS. People can bicker on the internet as much as they want. It’s a legal install that many people have, probably in the thousands. If there was a legal problem with this install we would have heard about it by now.

The IFD is a legal 1:1 replacement of a GNS navigator. The GFC is compatible with the GNS series nav, therefore it’s a legal install.

Most people trying this are doing it wrong. It is not gentle, its not delicate. Its aggressive and dangerous if not practiced. If you arent banked hard, nose low with a face full of green, with the stall horn chirping, you are doing it wrong and leaving a ton of performance on the table. For my J below 800 AGL I dont even consider it, above it I can pull it off but I may not make the runway. For me Id rather crash within the airport fence then outside of it. I pull the gear up at 10 feet, flaps at 200 with airspeed at 90 mph, then as I hit 700-800 feet I go into cruise climb 105-120 mph. Under 800 feet im just trying to find a place to stay alive, above 800 im trying to stay alive and maybe save the plane if I can. At best rate of climb air speeds if an engine quits airspeed drops rapidly, if you dont react near instantly the "improbable" turn becomes "impossible".