Ryan ORL

Yes, I believe it's all 4 EGT, all 4 CHT, and a few others. None of it was labeled unfortunately so not entirely sure. Caveat that I've previously had bad luck with EGT probes that have been removed and reinstalled, but they're included in any event. I can get a better photo of the probes if you like.

Hey, unfortunately I don't have the connector, but it looks like a pretty standard thing.

Hey everyone, I have a whole lot of used avionics that were recently removed from my Mooney (see my panel upgrade thread in the Avionics section). I'm posting these here, as well as eBay, Facebook, etc, however I'm listing the prices here at least $100 less per item, and they're negotiable. (These are my best guess at a fair price, based on eBay completed listings, I'd be interested in any reasonable offer) I have photos of all of these, and I'm happy to FaceTime you, send other photos, offer local pickup in Orlando, FL, or whatever else makes you feel comfortable. Everything listed here was working when it was removed. I don't have 8130s, just as-removed tags from the avionics shop, sorry. If listed, I have the tray and/or backplate, if not, I don't have it. edit: Shipping not included but I'll use whichever service you prefer. Also if you have any issues with any of the items, you can return it to me for a refund within 60 days. Anyway, here's the list: Avionics for Sale Garmin GI 106A CDI - $800 (Sold) United 5035P Encoding Altimeter - $100 (Sold) SigmaTek EA5175 Airspeed Indicator - $200 (Sold) Electric Gyro Corp 1394T100-3Z Turn Coordinator - $200 (Works ok but spins down in ~45 seconds on a bench test) (Sold) United Instruments 7000 Vertical Speed - $50 (Sold) Rochester 6247-00199 Mooney J Instrument Cluster - $300 Aspen 910-00004-001 Analog Converter Unit - $200 (Sold) Garmin GTX 330ES Transponder w/ Tray and Backplate - $1600 (Sold) King KC-191 (KAP-150) 14v Flight Computer - $1600 (Sold) Bendix King (Honeywell) 200-2960-00 Trim Switch - $300 (Sold) Garmin GMA 340 w/ Tray and Backplate - $800 (Sold) King KS-177 Pitch Servo w/ Bracket - $200 (Sold) King KS-178 Roll Servo - $200 (Sold) King KS-179 Pitch Trim Servo w/ bracket - $200 (Sold) Insight G3 4 Cylinder Color Graphical Engine Monitor - $700 (includes sensors and harnesses, see down thread) (Sold) OAT/EGT Gauge - $50 (Sold) Panel Clock - $50 IAI 950D0311-001 Fuel Pressure Transducer Amplifier (14V) - $300 IAI 950D0311-002 Oil Pressure Transducer Amplifier (14V) - $300 I also have a Garmin GNS480 that's currently sent out for battery replacement, but I will offer it here when it comes back.

Well, even if you lost the entire electrical system, you could still have the G5, running on battery for ~4 hours. (You could electrically isolate it also, if you pulled the G5 breaker) You wouldn't have any nav... but you could use your iPad for GPS, etc. With buttons, there are numerous ways to activate virtually every function between the G3X, G5, and GTN. There is also crossfill between the various devices so for example you don't even need any working knobs/touchscreen on any particular device. The only thing you really can't properly crossfill is a "Direct To" operation, which can only be done on the GTN, but that is accessible via either a touchscreen press or a physical button press.

The G3X is paired (Bluetooth menu) to the Bluetooth on the GTX 345. Then you have to (on the G3X) enable "Automatic Reconnect", which is a bit hidden (Press the "Menu" on the Bluetooth screen).

There is no FAR requirement to have 2 navigators. I would be perfectly comfortable flying with 1. You could theoretically run into trouble if somehow you were in a GPS outage AND your GTN failed entirely AND you were in IMC but... is that really likely in the first place? And in that case, there's always asking for vectors to an area of VMC, etc. It's pretty hard to imagine a real world scenario where that would matter.

Sort of. Your transponder is still the Stratus, which would be your ADS-B OUT device. The GDL50R just receives ADS-B IN (TIS-B Traffic, FIS-B Weather). It's just a remote mount version of the portable one they sell. In the case of the G3X, you would receive ADS-B IN data from the GDL50R via either RS232 (hardwired serial) or Bluetooth. Surprisingly, the G3X receives *more* data (Lightning, a couple other items) over the Bluetooth connection versus the RS232 connection, which I only learned quite late in my install. So I have my G3X setup to receive that data over Bluetooth (from my GTX 345 actually). I'd recommend you have the shop set it up that way, with Automatic Reconnect. Just out of curiosity, there's 3 versions of the GDL 5x devices: GDL 50 - ADS-B In GDL 51 - SiriusXM In (what I have) GDL 52 - ADS-B and SiriusXM In Long story short, there's some definite quirks with what data passes between the Canbus (G3X, G5, GFC500) and Ethernet (GTN, GTX, etc) stuff, which only talk to each other over RS232 serial. I actually ran out of serial ports in my install anyway, but that wouldn't be a problem with your setup since you have two G3X displays. (More serial ports)

You're going to love this setup! Almost the same one I just put in my J. The G3X is an amazing unit. I noticed you're doing a GDL50R, I guess that's because you're using a Stratus (I think, from the photo?) transponder?

I decided to unplug/remove it, but it just plugs into a second pilot side mic jack. I suppose if I needed to I could plug my headset into that? I keep a separate external PTT switch in my flight bag since I also instruct in other airplanes.

lol, to be honest I didn't even think about it. I'll probably throw it away... it's just plugged into a second mic jack. I didn't have the mic jacks re-wired since I already had a GMA340 and everything was already wired up right. But I've never used it... I just forget it's even there

Wow, definitely small world! They did great work, very happy with them. Before I ordered mine, I visited their shop and looked at a G3X in a Cherokee Six they had done. Looked great also.

It was AMI Aviation Services in Sanford, FL.

Out with the old, in with the new! I've been without my Mooney for just over 2 months, but I just recently got it back from a total overhaul of the panel... it feels like a totally different airplane! After fighting continuously with the unreliable Aspen analog autopilot interface issues (ever since I bought the plane), I finally threw in the towel earlier this year and decided it was time to go all-in on the panel. Originally I had planned to do 2x GI-275s and a GFC500 only, but I decided that, as much as I loved the GNS480, no panel upgrade made sense where I left that as-is, and I wanted VNAV anyway. After considering also adding a newer engine monitor (another GI275 or an EDM), I decided the cost difference was small enough to just go to the full G3X solution. I also elected to replace the GTX330ES with the 345 so that I could link the G3X and GTN to the ADS-B in data without another converter box. Even went with a new audio panel for the Bluetooth features. (Very important to the wife!) Ordered everything back in March, and then waited in the 6+ month Garmin order backlog (mainly for the GTN and GTX), but it finally went into the shop the first week of October, and I picked it up December 9th. Did several test flights, had the shop fix a couple small bugs, but it's all working flawlessly now. Can't wait to get back out there and fly more adventures! (Goal is to hit at least 6 or 7 more states this coming year, probably to Colorado and back) Panel photos attached, after and before. New: G3X Touch + G5 Backup w/ EIS, GTN650Xi, SL30 (only old part retained), GFC500 (3 servo), GTX345, GMA345, GDL51R Old: Aspen E5 + ACU + EA100, Insight G3 Engine Monitor, Garmin GNS480 (loved that unit), SL30, King KAP 150 (non-functional since January due to another faulty Aspen EA100), GTX330ES, GMA340 For anyone interested, all the old stuff will be going up on MS soon, once I get to photographing and documenting everything.

I also have one available from my J, just removed.

The King autopilots require both the ACU and the EA100. So I have both units. As I understand it, the Aspen provides digital attitude outputs and digital GPSS outputs. I believe your STEC can interpret whatever attitude signals the Aspen creates and the ACU is providing analog heading inputs only. The EA100 is required for King autopilots if you want to eliminate the legacy vacuum-driven King attitude indicator. The EA100 also apparently requires some magic ethernet cable to connect to the Aspen, and if you blow on it or forget to say a magic spell, the EA100 starts losing sync with the Aspen and your autopilot attitude data. (I kid, but I have also been through a number of these fancy magic cables) From a manual I found: The ACU converts multiple analog interfaces to the digital ARINC 429 buses supported by the E5. Control parameters, such as desired heading, are also sent from the EFI to the ACU for conversion to analog format for autopilot support. The ACU is required when any of the following capabilities are required in a EFI installation: • Interface to supported autopilots • Interface to conventional VHF navigation radios • Interface to legacy (non-ARINC 429) GPS navigators If ARINC 429-based digital radios, such as the Garmin 400/500-series GPS/nav/comm radios are installed in the aircraft and no other aircraft interfaces are desired, the ACU is not required.

I know he already made his purchase in this thread, but I wanted to chime in. I love my Aspen in terms of functionality and user experience, but I can't say anything nice at all about their King autopilot interface. I am now on my third failed EA100 unit (all so far replaced under warranty, which is now lapsed). I'll have my fourth one installed soon, while I wait on my Garmin parts to come in later this year. Based on my searches, my experience is not that unusual. The EA100 seems to have some serious QC issues.

Finally got the proposed map to show up. I'd probably favor going to Santa Fe over Albuquerque unless you have some particular compelling reason to go to Albuquerque. I'd also still suggest a flight up (even though its a detour) to KCNY (Canyonlands, in Moab, UT). Incredible scenery. Photos of Sedona, AZ to Moab, UT: https://www.ryancbinns.com/flying/megatrip/19_ksez_kcny and Moab, UT to Santa Fe, NM: https://www.ryancbinns.com/flying/megatrip/20_kcny_ksaf My trip:

When I did coast to coast (both ways) late last year, my favorite scenery was the area between Monument Valley and Moab, UT. Favorite airport was definitely Sedona.

I recently did this to my J and it helped a lot. No noticeable drag penalty, and it gave me probably 10 degrees cooler temps. I live in FL, so in the summer, it's definitely plenty hot enough. Doing this for warm weather flying is explicitly endorsed by the maintenance manual, so it's probably one of the first things I'd look at doing. It's very easy and makes a big difference.

I'm based at KORL, you're welcome to come take a look at my J sometime.

As it happens, I forgot to mention my clock also stopped. That's almost certainly it, thank you!

Good to know about the speaker stuff. I did see the (gigantic) wiring diagrams and managed to find the headliner lights on there, but I didn't think much of them because I was more focused on physically where the connectors were located, and I wasn't sure how to determine that from the diagrams. However, thinking about that now, my sonic alerts (stall horn, gear horn, etc) and speaker do actually work, so I suppose that connector must not have been disconnected and the problem may be elsewhere.

Thanks, will take a look back in the battery access compartment!

Hey guys, Recently had my 84 J into an avionics shop, and among the many things they had to do, one was replacing my Com 1 antenna, which apparently required removing the headliner. All of that was fine, although they reported it was quite a task (the headliner), and everything works fine now with the antenna, but now my cabin headliner lights all don't work. I've notified the shop and of course they'll fix it, but I'll need to fly some distance away and they don't have time to do it soon, so I wanted to do some basic troubleshooting myself to see if I can avoid all the hassle. With a multimeter I confirmed that, in fact, there is no current coming to the bulb sockets themselves, so I suspect something was left unplugged or disconnected when the headliner was being reinstalled. I've looked in the maintenance manual but I've been unable to find some diagram which describes where the wiring goes up into the headliner. I obviously don't want to start removing panels to look for it. So my question is this: does anybody know where the wiring that runs up to the headliner lights originates from, and is there some obvious place it could have been left disconnected?

Another Marathon recommendation would be Burdines Waterfront. Always visit there when I fly to MTH.