Marc_B

Cheapest autopilot is a good copilot! (the disconnect switch is through your audio panel)

I seem to remember seeing this at Lasar. Not sure the PN of what your looking for… https://lasar.com/electrical-instruments/cabin-speaker-pyle-plx-32 might be worth a call to Lasar to see if they can confirm part number and availability.

@donkaye it’s interesting to see the difference between recog size/light output and taxi light. Probably WAY better recognition with flashing like you have set up! If I understand correctly if you flip switch for recog it turns recognition lights on constant as does taxi. And if you turn on “pulse” it alternates recog with taxi if you have both taxi and recog switches on. If you only have taxi switch on does pulse just flash the taxi light only?

@ZentRose Are you sure that the tax bill is even valid? I purchased my aircraft from an owner in California and received a tax bill for the next two years that I had to call each year and send then information confirming that I live in another state, pay hangar fees in another state and haven't been back to California. There's a chance that it was just California continuing to expect money from the old owner. You may be able to call the tax assessor's office and track down what information would be needed to confirm the tax bill is invalid, if so.

I think these are now owner produced parts...and they don't even need a log entry! https://flyboytoys.com/ I've had a few things made at Fly Boy Toys (i.e. shirts and coffee mugs) that turned out nice. Not quite the same items as the speed shop, so I hope that the Mooney Speed Shop eventually resurfaces. Perhaps this helps create demand so that when they reopen it sends an immediate cash feed!

@hais I wasn’t sure how well a film would adhere. So I put a coat of matte clear paint. My lens was pretty warped but otherwise in great shape. Now 100% usable in light and dark.

This link shows pics of the before and after with mine. Not sure if your indicators were made similarly.

What I ran into with trying to have one fabricated is that the trim indicators need to be in very specific places to be accurate. So most plastic manufacturers want a drawing with exact dimensions. Also the piece is layered differently with colors that aren’t the same way the plastic manufacturers do it that I found. Your mileage may vary.

As a temporizing maneuver I carefully peeled off the delaminating layer then sprayed a clear matte layer to protect the surface. Looks WAY better. The peeling layer was surprisingly easy to remove and came off clean. My multifunction lens wasn’t made for many aircraft (encore) vs you’ll probably have a better chance for picking up a new one.

It's interesting that Mike Busch is an "on condition" and limited maintenance type guy, yet he firmly recommends a 500hr inspection. Especially for the turbo drivers with pressurized mags. Whether Slick or Bendix, a 500 hr IRAN seems like good insurance to avoid issues and keep from being AOG somewhere difficult. I've got Slick 6324 pressurized mags, and the right mag started having issues prior to 500 hrs. So I replaced it with a SureFly and the ignition is running much better than before. FYI, my ground mag check was fine but my in flight mag check performed LOP was super rough on the right...meaning, a ground mag check isn't the best stress test for your ignition and doesn't catch every issue. https://www.aircraftmagnetoservice.net/500-hour-inspection-details @thomas1142 There are a lot of wear parts such as brushes, contacts, etc that get replaced during an IRAN. Check out the link above. This is one of the shops that a lot of people recommend. If you go to their home page it also shows their current turn time.

@Shadrach Interesting. I’ve never had an issue with mine…has this happened to others or perhaps you have a problematic headset that needs to be sent in??

Bose/Bluetooth headsets for the win! I've used my Bluetooth connection for things like this several times. I also routinely get my clearance through my headset from uncontrolled fields. Way easier to be accurate in departure time when you're calling from the runup area.

https://www.aircraftspruce.com/catalog/hapages/brassinstrscrew2.php?clickkey=10162854 Black brass screws. Not sure the length of the screws you're looking for.

@Pinecone I ran into this with my panel. Depending on your top panel support bar (flat cookie cutter vs round tube) you may have enough for annunciator, GTN750+650, and GMC507 control head. However I had a dual row annunciator and have the round tube on top as well as bottom. So didn't have enough space for GTNs, GFC500, and original annunciator, let alone an audio panel. I have the GMA35 remote audio panel and have really enjoyed it. Plus that allows the audio panel "in the radio stack" hidden behind the GTN750. I worked with International Avionics for a replacement annunciator that was single row and only conserved the indications that I still needed (no long had vacc system, didn't need Remote RNAV light, etc.) and was able to pare down to a single row annunciator. A single row annunciator "just" fit in the stack along with the radios and AP controller. No extra room at all...snug as a glove. I previously had a GTX330ES and have it at the bottom of the copilot side...part of me thinks I should have traded in for a remote version...but part of me likes having a simple way to work the transponder with formation flights/flying with a copilot to just push VFR, etc.

A nearby hangar with a runway is not the only concern. I also give weight to fuel availability, maintenance availability, instrument approaches, crosswind runways, fellow Mooney pilots on field, etc. My airplane "home" needs to have more than just cover and proximity. That makes it easier to fly in varied conditions, and get help with varied issues. As an example, I have a great avionics shop on my field that can work me in for small projects or oil changes without me flying to another location or even being there.

@OSUAV8TER Don't you mean "WAT a beauty"?? Just got mine today. Looking forward to getting them on!

@Rmag I don't think I noticed that to use VNAV you must be in GPS mode but this makes sense...I came across this Garmin support FAQ helpful: COMMON ERRORS Enhanced VNAV will not function if any of the following conditions are true. -Navigation source is not set to GPS -VNAV not enabled on VNAV profile page -No waypoints exist in the flight plan with appropriate altitude constraints -Lateral mode is not actively engaged to GPS -OBS mode is active -Dead reckoning mode is active -Parallel Track is active -Aircraft is on the ground -Aircraft is between the FAF and MAP of an approach https://support.garmin.com/en-US/?faq=W7RRdCYWC04hI8kxfraxf7

@rbp There's enough to it that the Garmin video (linked below) does a pretty good job explaining it. * *and I'm not an instructor, so I'd recommend the video and VFR practice before using it in IMC** Below are my personal thoughts only. The gotcha's I've found are: 1) make sure you have a TOD mark on your map in front of you...if your selected TOD is behind you then the GTN won't sequence. Your clue is that you won't find a TOD on the map. In that case you chose VNAV direct so that it puts your TOD 1 min in front of you. 2) make sure you set your altitude target select below your current altitude...I've forgotten to drop my target and the AP just stays where it is. This should be the lowest assigned altitude given by ATC; or in the case you're VFR and using it to step you down on a descent or under a bravo shelf, then it should be the lowest altitude you want the AP to descend. 3) if you want to set a 1000' AGL pattern altitude target, then you have to first open the altitude constraint on the destination, set 1000' AGL, THEN choose along track "-5 miles" (or whatever you choose). If you create the along track first, it will not give you ability to choose AGL. 4) a slick feature is from your flight plan page on the GTN you can click "Menu" then "VNAV" and you can change your VS target or flight path angle % easily from there. i.e. if you want a 500 fpm vs standard 3% flight path angle. It's easy to get to the VNAV page this way than Home --> Utilities --> VNAV I think; partly because I spend plenty of time routinely in the Flight Plan page. So for me, it's verify altitude constraints on GTN, roll down my altitude target bug, arm VNAV, verify TOD on map and wait for the descent. If you're using it to sequence into the approach, then same as above but when cleared for approach I'll tap altitude bug and select "sync minimums" on the altitude constraint on the G500 then arm APR. Once you capture the GS/GP then you can then set your altitude target select for the missed approach top altitude so that it's ready to go for the missed.

@37_Fox I have G5/GTN750Xi/GFC500 and had issues trying to get this squared away. From what I understand from @donkaye is that this went back and forth with Garmin and settled on GFC500 should auto switch…and mine does. I think for me the steps were: 1. Enable the CDI key on GTN. This allows the setup screen to have the “CDI source” set to AUTO and selection of AUTO SWITCH. 2. set CDI sync on GI275 and GTN to “Always On”. This was the step that finally allows the auto switch. There was a thread on BT that talked about this. After a few back and forth with my installer this finally works. Good luck!

@donkaye You might double check next flight. What was presented today at webinar, as well as what the Mooney was doing in the air yesterday, VNAV went up to FAF and APR went past FAF. Meaning if you had vertical navigation altitude constraints selected/listed you could "activate" VNAV on the GFC500 and "arm" APR. VNAV would function prior to FAF and when you hit the FAF the GP/GS would become active. Here's a slide from the presentation. Comment during this slide from Garmin: "VNAV ends at the final approach fix, and then approach vertical guidance is going to take over." But it functions as Garmin VNAV is designed to do...create a smooth line from start altitude down to bottom constraint as smoothly as possible down to your lower constraint...in this case your FAF altitude. So it's a continuous descent rather than step downs if that's possible. So @midlifeflyer, it sounds like just anticipate slow down much earlier...I've usually only moderately dropped MP in level flight prior to FAF to slow down to gear speed, dropped gear just before FAF and that slows me to approach speed with fine tuning from there. a 500-600 FPM descent is enough energy that I'll need to test out how far before FAF I need to drop MP to 1) avoid need for speed brakes, 2) keep speed up as long as possible, but 3) with being able to drop below 140kts before the FAF for gear. Flying by hand is easier as I can briefly level off to slow, drop gear and start descending again. Just looking to see if others have a squared away process with this automation.

Preface: using GTN750Xi/G5/GFC500 and sequencing coupled approach Logged in to a Garmin Webinar today regarding VNAV. The GTN Xi is set up to sequence VNAV for initial fixes into the FAF and then sequencing APR approach mode for Glidepath capture and descent. My question is for those who have used this, how have you managed your power for the transition? i.e. previously I've slowed down to gear speed by the FAF so that with the GP diamond 1 dot above capture I drop gear and configure for final approach. What I've found is that with initial trial if the VNAV is descending me continuously from start of approach all the way to FAF and GP capture that my speed is typically much higher and doesn't have a chance to "settle down" to a gear speed without either speed brakes or dropping engine MP drastically. Before use of VNAV I would typically choose a VS descent that would allow me to level off prior to FAF. VNAV descends you TO the FAF. Just wondering how others use this and sequence their power changes on an approach with continued descent like this (VNAV with bottom of descent at FAF with immediate GP capture and continued descent). Thanks, Marc

@exM20K both Blackstone as well as AOA had old samples from my aircraft prior to my purchase. So it’s not just Blackstone. But I’m in the camp that this is a pro, not a con. An analysis is much more helpful as a trend and much more limited in isolation. Personally if I was selling an aircraft I’d be including a copy of this for the buyer.

I typically use Blackstone but my last sample accidentally got sent to AOA this last time. Blackstone has way more values tested, lists the universal averages, and a better commentary. Blackstone: AOA:

I downloaded the Carenado Mooney for X-plane 11, but added a GTN 750 from Reality XP. It's a little clunky and not quite the same as my set up...but good enough for standard approaches, holds, nav, etc. The bonus is the laptop I use it with has a touch screen and it functions really similar to live. Haven't checked out X-plane 12 though.

The general gist I think is that: 1) voltage spikes on old avionics were bad, modern avionics tolerate it better and it's mostly a nonissue 2) the field switch (if you have one) applies power to the alternator field so that when the alternator turns, it produces power 3) there are a variety of POH and traditions that have field switch on as well as field switch off with engine start...all are generally acceptable. 4) BUT the field switch is a good way to check your alternator to see if it's working...and this tidbit is probably what most of us haven't really been using at all. Personally I'm a start engine, then flip field switches and a avionics off, field switch off, engine off type of guy...but it's just habit and flow, nothing more. But I will start looking at the volts/amps when I do it in the future!