gevertex

Makes sense. Thanks!

Makes a ton of sense. Any thoughts for where to place it instead?

As I understand it I need the G5 or GI275 for the GFC 500 anyway. Love the extra backup battery capacity also. I don't have the second air data computer for the 7" so it's just an MFD. In a perfect world I'd add a 750XI and the second air data computer, but it was just more $ than I was willing to spend at this point. I did want the 7" as I am told it will operate in a reversionary mode as the PFD if the 10" fails. Then I still have full access to the audio panel, radios, etc. I also understood that the G5 will operate as the primary air data computer for the 7" or 10" if the one connected to the G3x fails.

Thanks for the feedback on this all. Sounds like I have to make an adjustment.

First flight happened already . I've been flying it since mid December 2022.

Equipment was already ordered. Going in starting Monday. I actually like the remote radio. You can still change the frequency using the built in dials if you want. Also g3x supports auto loading frequencies at a touch. So I am not too worried about it. Planning to add the nav radio when I get the 650 later. I am asking about placement of the equipment on the panel.

I finally decided to go with the following. G3X 10" G3X 7" G5 GFC 500 2x GTR20 GNX 375 I'll plan to add a 650XI later on, but I am not wanting to spend the ~$15k it would take to do it now. I did want the extra 7" MFD as I opted to go for the remote audio panel and I wanted a backup screen if the 10" went out. I also hear the 10" can get a little crowded with the map, engine info, and PFD on it. I have been playing with panel layouts. Any thoughts on this layout?

Thanks for the reply. I didn't initially get the notification of your message.

What about the Garmin GAD 27? There is a PMA version now. From Garmin: Up to 9 discrete inputs for user-defined sensor/system data (speed brakes, landing gear, status lights, etc.) can be accommodated via the GAD 27 to provide crew advisories or other data functions on the G3X Touch flight displays. Anyone use this on a certified airplane?

Sorry to revive a dead thread, but I am getting a g3x touch install now in my J and I saw the GAD 27 which appears to have a PMA version and would allow this kind of information to be displayed on the g3x. https://sarasotaavionics.com/avionics/gad27 Would this work for a Mooney?

I wanted to update this group. The brakes were inspected by two different A&Ps and checked out ok. Parking brake checked out ok. Second A&P agreed the brakes were hard, recommended new rotors + brake lines.

Thanks! I’ll take a look and if I make any progress I’ll send you a note. I have someone coming Monday so I may just wait until then.

Agree, I don't intend to make it airworthy by fixing it myself, or even take the airplane apart at all. Just thinking there might be another mechanism for releasing the parking brake than the control in the cockpit to confirm the hypothesis. Then A&P can come and fix it for real. It's obviously broken, I am not qualified to fix it by myself. I have someone coming in a couple days, but perhaps I can save them some time (and me some money) by having the answer in hand.

Amazing. Thanks for the reference. Do you know where this is located or where I can easily access the linkage / cable to push this into the off position?

I’ll have to check the logs, but I believe brake fluid was replaced with aero shell.

Yes, I should have been more clear. When I tested copilot brakes yesterday they were symmetrical with pilot brakes. But apparently that’s bad enough for my CFI to call them inop.

Good point. However the fluid was just flushed. I have a working theory. I think the parking brake valve is partially stuck closed. This explains why the brakes are slow to apply when pressed, why they got “stuck” for a few seconds after I was pressing hard on them (the fluid slowly moved away from calipers due to restriction from the parking brake valve), why the brakes are hard (fluid has to squeeze through a small opening to get to the calipers), and why the symptoms affect both left/right pilot/copilot sides equally.

I have someone coming Thursday to take a look. I was not using the parking brake that day when brakes got stuck. Though it wouldn’t surprise me to find out that the valve is stuck closed. I do have to press really hard relative to the braking force I get.

I wasn’t standing on the brakes, but was applying a lot of pressure just before they got stuck. I went back out to the airplane today and tried the copilot brakes for myself while still. They feel exactly like the pilot brakes. Hard. Plane moved freely today. But it is also a lot warmer today. 47 degrees.

Really appreciate the advice. This is exactly why I am asking more experienced minds. I am going to ground the airplane until it gets looked at.

What does everyone think about the brakes being hard compared to a 172? Is that Mooney normal or a sign something else is going on?

Ah, the master cylinders have not been rebuilt. Only one of the calipers.

Good info. I’ll ask for it to be inspected.

Hopefully it’s just the remaining caliper needing to be rebuilt. I’ll take it easy on the brakes until it’s fixed. Planning on flying directly to AGL tomorrow. I won’t takeoff if they are stuck at all.

Where on the airplane does that typically occur?