CCAS

Mistakenly ordered for panel project. New in package. RAM part number: RAM-110U-246 (RAM® Double Ball Mount with 100x100mm VESA Plate - C Size Medium) $50 plus shipping.

Stopped by the avionics shop today. It's coming along. Most of the old wiring has been removed. New wire harness is just about complete. Autopilot servos are being installed. Tail LED strobe light is in (and rudder has been balanced by the factory and re-installed); remaining LEDs to be installed shortly. Panel design taking longer than expected. Latest architecture block diagram based on how I understand the harness design (left the GMU and audio panel off to save space):

As part of a panel upgrade I recently removed all of my OEM switches from my 1989 M20J (28v). Send me a PM and I may have what you need. John

@ArtVandelay Do you recall where you found your mini rocker switches or have a part number. I’m trying to see if one could work installed on the top of my yoke’s right horn.

Thanks very much everyone! The first portion of the program is the power plant curriculum so I’ll roll my sleeves up for those areas. Several Continentals in the hangar but hoping to find a Lycoming somewhere in the mix.

Short answer is yes. Longer answer: My program is a certificate program and the school is using an approved Part 147 syllabus. At the end of the program a 'certificate' isn't really the goal. The basis of the program is simply to document the FAA-required courses/experiences and set you up to pass the licensing exams....as long as you attend the syllabus courses and make passing grades, you'll be eligible to take the written and practical FAA exams. Passing the exams though is all on how well you've studied and retained the knowledge expected by the FAA and DME.

Last month I began the journey to become an A&P with the hope it'll make me a more well-rounded pilot, aircraft owner and future maintainer. I'm in an 18-month program offered by a local community college with some seasoned staff. I know every topic is important but I want to dig deeper in some areas of aircraft maintenance that might benefit from a little more attention as it relates to the Mooney fleet...we've got at least one instructor who has Mooney experience. Are there any specific systems or topics that Mooney owners and mechanics would recommend I spend a few extra minutes/hours doing a deeper dive throughout the course? Thanks for any recommendations. John

That checks with others I've spoken to about Flightstream updates being a bit slow. After chatting with @donkaye I opted to forego the 510 and apply that budget to adding LHS instead. Thanks for the recommendation about using the GTN650Xi as the primary data card recipient...I'll plan for that.

Thanks Shawn. I forgot about the GMU - I'll add the GMU-44 to my next drawing interation I'll also check with the avionics shop about whether the Standby GI275 has any configuration options other than as a standby and post what I learn. I'm hoping the Aera760 paired with GP will cover most of what I've used Foreflight for in the past but I still plan to keep FF available for a while to compare. Good catch - doing some follow up searches online it looks like the GMC507 uses RS232 and CAN BUS lines. I'll move the GMC507 outside the HSDB loop. I haven't seen a GAD-29 in the parts list for my upgrade but I'll investigate. My panel is a G500TXi solution (similar to shawnd's panel) so counting on the Data Sync function. But Garmin did implement nice integration between G3X/G5 and GFC500.

Looking for thoughts from those smarter than me who understand the Garmin high speed data bus and RS232 connection architecture. I'll be following up later this week with my avionics shop to discuss system integration and redundancy with the new panel (primarily how the G500TXi, GFC500, GTN650Xi, GNX375, GI275 ADAHRS, GI275 EIS, GTR205 and Aera 760 will be tied together) so I've been trying to educate myself on how data moves between systems and how Garmin expects (via STC) the units to be interfaced. A couple of my expectations (some of which may need to be challenged): - G500TXi is primary flight display; if the GDU1060 fails, then the GI275 ADAHRS becomes primary flight display. - GFC500 autopilot is driven only by the GI275 ADAHRS (i.e., if that GI275 fails, I no longer have an autopilot) - In addition to the GI275 ADAHRS being the backup AI, can it be configured to act as a MFD so I can use it either for traffic display or second EIS page? - GTN650Xi is #1 GPS/Nav/Comm and primary Nav source for GFC500; if the GTN fails, I want the GNX375 to pick up GPS duties for the autopilot and the PFD. - GNX375 is #2 GPS and source for ADS-B In traffic and weather (ADS-B In data to be available on the G500TXi, the GTN650Xi, the GI275, and the Aera 760) - Aera 760 is yoke mounted and treated as a backup display hardwired to the GNX375 for both MapMX data and ADS-B In data. Bluetooth connection to be determined. - GTR 205 is #2 Comm with hardwire connection with Aera 760 to allow radio frequency input from the 760. - Database Sync updates all systems with nav database and EFB pubs (charts, smart taxi, etc) I'm sure this primative architecture drawing isn't the 'right' solution but what would need to be changed to gain as much functionality as listed above given the limited data ports available on each device?

Have you tried Lasar: https://lasar.com/hardware-clamps/clamp-an735-d40 I think I saw a used one (or two) on Texas Salvage too. Also a couple suppliers online have a similar part AN735-40 but not sure if the missing "D" in the part number restricts its use for you but it looks like they could be the same dimensions.

Awesome and timely input! I knew I read somewhere on MS a discussion related to the gear down annunciator dimming; I just forgot the context until you made this post. I’ll have a chat with the lead avionics tech and let him know I’m leaning toward leaving them alone. Thanks!

Worked started a week ago. The shop is making good progress on removals. Only part I have yet to source is a 28V LED replacement for the wing tip trailing edge halogen nav lights. A little scope creep so far: I've asked to see if my warped glareshield can be repaired by their fiberglass guy.

Beautiful panel! Very well thought-out and future proofed.

Thanks Rick - I think the PFD does take some time getting used to so I'm planning to have a similar learning curve. I'm counting on seeing what flows make sense once I get a few dozen hours or so on the glass.