AerostarDriver

I did use a whiskey compass, I get no movement in the needle in the original location when following Garmin's interference test plan.

My tail strobe ground is run all the way back to the battery but I still see the spike in EMI when the tail strobe flashes. The other strobes I can only assume are run just to the airframe somewhere. My GMU11 was failing the self test in the wing when I made up the test rig but was passing in the tail, now that I have everything wired and reinstalled, it is now failing the self test. I am going to see what I can whip up to copy your setup, I was trying to avoid drilling the skin or a longeron. I may try the other side as my tail strobe wire runs close to where your mount is. Thanks!

I have been trying to figure out how to get my GMU 11 to past a self test. I had intended to mount the GMU 11 to the avionics rack in the tail of my M20E but that is looking like an increasingly unlikely place to mount it. With the GMU 11 mounted directly on the Avionics Rack my Whelen LED strobes where causing a 1666% out of limit interference every time they flashed. My solution was to place the GMU 11 on a standoff tray that increased the height off the unit to 3.5 inches from the tray, this allowed the self test to pass but now I am at 106% limit when I raise or lower the flaps. I feel that using the standoff is a band-aid to the larger problem. I don't believe their should be this much EMI on the rear most of the trays in the back. I can find numerous examples of it being located there with no issue. I have it located about 3 feet from the closest current carrying wire bundle. Does anyone have any ideas on how to address the magnetic interference like moving a ground, potentially a bad ground or ground loop? Anyone have an examples of GMU11 mounting in the tail that is not on the avionics tray?

My wife, @MrsAerostarDriverand I had enough left over from the 208B foam kit to do the rest of the baggage and hat rack area. Be careful of what foam you pick, we ended up having to repair a lot of skin corrosion due in order to replace old foam with the new 208 kit.

The bolt installed is gold in color but lacking the correct stampings on it. For .85 cent it is not worth keeping it. I just am looking to understand what the difference is between the non-letter designated hardware and the A for the AN365-428. Maybe a better question is can an AN365-428A be a substitute for an AN365-428? Does it matter if they are nylocs or a metallic lock insert? One side of the top engine mount hardware has a metal type insert and one has a nylon. In my case I am trying to achieve like factory or better.

I am at the firewall forward section of what seems to be a "5 year plan" of an annual. In trying to pull the suction screen we found that one of my engine mount bolts (on the airframe side) is not an AN4-27A like it is called out in the parts manual but rather a same sized non aircraft bolt. In an attempt to match the parts manual, I need an AN365-428 however, spruce has an AN365-428A. Does anyone know the difference between the two?

I would say it depends on how your feeling and if you meet the guidelines of the IMSAFE checklist. I personally am not effected by "low blood sugar" so I would not see the problem.

Honestly, my approach was define your mission, define your budget, evaluate what you have to build on, create a scope that takes in to account your mission, budget and building blocks.

The GI-275 is long but it should fit, its about 3 inches shorter then a JPI-700. I would agree on connecting the GI-275 to the autopilot out of the gate.

My only real comment would be to look at the differences between the G5 and the GI-275 as far as what they can do for backups to the G3X ADHRS. I believe the GI-275 can be a standby but I believe the G5 has the ability to actually drive the G3X with its own ADHRS, something I don't believe the GI-275 can do. I would also be inclined to forgo the GTX 375 in favor of GNC355 and see if something like the GTX33R or GTX34R is approved. I would also look at doing a remote mount GDL51/52 if ADS-B weather is not in your area, this would allow you to get satellite XM weather on the G3X. The alternative being a GDL69A hooked to the GI-275 and GNC/GTX.

I would simply like the dual brake kits broken out as itemized list and drawings if Mooney is not going to support it.

After the AD on the older Evo 1000 displays, I am not confident in the E5s as my understanding is they use very similar software and hardware. The primary issue I have had with the Evos and E5s is the ADHRS solution is heavily weighted to favor Pitot/Static data over GPS-INS and IMUs in the box. This almost always means that if it cannot resolve airspeed you get red Xs on every single output which I find unacceptable for an instrument I am supposed to trust in IMC. Over the years I have 8 failures of Aspens including two E5 quite recently. This being said I would still prefer an E5 to an AV30. I won't sit here and tell you dual G5s are better but that is what I put in my airplane. GI-275>G5>E5>AV30

Talked with Hooker, they are more then happy to provide me lap belts. After some chatting, I have elected to go with an all new set of harnesses and redo the 337. Hooker and myself have some questions on the legality of the install but cant quite confirm it due to no logbook entry in english. Honestly, for ~250 bucks a side it is hard not to just replace everything.

I would love to, however, the stumbling block on solutions like this are "Shoulder Harness Assemblies are non-TSO'd, non-PMA'd appliances and shall not be used on type certificated aircraft."

Some shops are still charging the early adopter price as they have not done them before. Their is no reason as to why the cost to do the GI-275 should be more then the G5: The consumables are cheaper You don't need to make mounts for the GAD29B and the GAD13 Less connectors to make up In most cases the only modification to the panel is to drill out the #6 holes for #8 holes for the instrument itself The number of connections required are dramatically less if your navigator supports HSDB vs ARINC only on the legacy GNS units The G5 harness and Install took me 19 total hours. To do the GI-275 MFD and GSB15 was 6 hours from opening the box to flipping the master on. The connections are no different between the BASE and the ADHRS unit other then not needing the GMU 11 connected.

Even though the Garmin G5 STC is downloadable you still need a permission letter. The nice thing is the STC covers both units so in my case I bought a used HSI and a new ADI, the new unit came with the permission letter to cover both. If you go though an installer they may comp the fee to do the install.

Regardless of if you want you use an autopilot or not you need the GAD29B as it is your I/O hub, so your nav radios and GPS inputs plug in to it with a MAPMX line going to the G5 units themselves. the GAD29B also acts as your autopilot hub if you have a supported autopilot. You don't need the GAD29B if you just want a slaved DG. Going flush mount was way more work then I was ready for in my panel. I also have the post 68 bezel that I intended to keep intact.

From what I have learned just because someone signed off on it doesn't mean it is legal... That being said, I just installed an AV-20 as a clock as my airplane had none.

I just had the pleasure of installing both dual G5s a GI-275 and an AV-20S. Some notes: Whatever you save on the dual G5 vs dual GI-275s, you will spend on the install, maybe not a 1 to 1 exchange but it is pretty close. The GFC500 is now supported on the GI-275 The AV-20/AV-30 ADHRS solution is pretty crappy Canbus(G5) wire is ~6 dollars a foot Vs ethernet(GI-275) for the HSDB is ~4 dollars a foot, you need a lot more canbus wire for the G5 as the GMU11 needs canbus run to it. The GI-275 connects to the GMU11 via RS-232 and just needs Mil-C-27500 Twisted pair. You only need the GAD29B if you intend to use the G5 for your primary navigation indicator The GI-275 has a larger list of supported Nav radio sources and supports analog sources which the GAD29B does not. You will absolutely have to re-pin your GNS-430 tray. In my configuration, I struggled to get my GMU11 to pass an interference test with whelen Orion 650 strobes.

For reasons unknown to me the originals were not returned to me. The most recent previous owner actually had the whole front set rewebbed to match the new seats two years ago. However, I believe what made them unairworthy is the PMA tag that was sewn on was becoming "unreadable". The hardware is similar but not identical to this thread. Rather then the over the shoulder harness in the link, mine are located where the Xs are on the drawing. I don't really have good pictures because everything is out of the airplane currently. seeking shoulder harness solution - Vintage Mooneys (pre-J models) - Mooneyspace.com - A community for Mooney aircraft owners and enthusiasts

My M20E has had a 4 point harness system in it at least since it was brought back over from Japan in 93 and was listed on the new airworthiness justification (with no defined manufacture, part number or specific 337/STC) at that time. My lap belts were deemed unairworthy on my airplanes last visit to Don Maxwells shop and were replaced with lap belts that are incompatible with the shoulder harnesses. The label on my belts are so warn that I have struggled to find out who makes them and a part number. They look like hooker's but it is completely unknown to me. Has anyone installed the 4 point hooker system in a Mooney and have a 337 for it? Or has anyone tried any other 4 point system with a Y shoulder harness? Best case I just need lab belts and am looking for suggestions on where to find a set, worst case I need to replace the upper and lower harness which I am also looking for options. The only requirement being that what ever harness has to support a Y style shoulder harness as I only have a single mounting point.

My airplane is nearly double my age but younger then my parents, similar number of new components.

I am not sure what to call it but the 480 tray has a back plate that holds all of the Sub-D housings. The way the Garmin installer installed the tray makes it nearly impossible to pull the tray though the front side of the panel without removing the whole stack. The solution I came to was to use a very long screw driver and undo the back plate from the back of the tray from the front side of the panel. This allows me to maneuver the back plate out far enough to insert and remove pins which is exceptionally difficult. I can not imagine doing this in an airplane that has a 201 sloped windscreen. On the other two points, the GNS480 has 3 Inputs and 2 Outputs for the ARINC ports depending on what manual you have and what section you look at the GNS 480 states usage of the ports. After spending much time on the internet the latest GNS 480 manual (560-0982-01 Rev L) I could find states the following: Upon further investigation having the GI-275 feed data in to the GNS-480 meaningless. Looking at the labels their is nothing the GI-275 in the MFD only configuration is generating. In addition, the G5 STC prohibits another device from acting as a CDI with OBS so having it feedback data for that reason is also pointless. My RS-232 issue was a case of a pin being in the RX rather then TX. Buttoned everything up today and had my IA signed off on it. While not explicitly stated in either install manual that this configuration is supported, both liberally allow for splices in both the ARINC 429 lines and RS-232 lines as needed.

Everything is installed and working through some minor issues. All of the current issues require pulling the backplane on the GNS-480. ARINC 429 Port 1 has only one input option "ADC" which is not called out in the 480 Manual. For whatever reason RS-232 is not sending any information to any device. G5s need a software update as the HSI being at 4.21 and ADI being at 6.00 means they don't talk well to the rest of the canbus network.