CCAS

Perfect! That did work. thanks.

@Garmin Aviation Team Any chance the Garmin webinar from earlier today was recorded for viewing by those who couldn’t attend real-time?

Do you know the blade model number?

@Garmin Aviation Team Any plans to add an option for Third-Party ADS-B Hex Call Sign to support the FAA’s PIA program? Of the current three PIA call sign vendors mentioned on the FAA website, only Foreflight appears to be offering the service so there isn’t any competition. I think there’s value in Garmin offering the service as part of a Standard Garmin Pilot plan.

This may not be on your radar but the Texas Hill Country may be an area that could appeal. Specifically, since this is a Mooney forum, I'll mention Kerrville, TX because of its excellent city/county airport and local Mooney expertise (and I believe the airport is looking for people to build hangars onsite if that's something you want to look into). Kerrville may not be able to compete with some of the eastern US college-towns but it might tick a few of your boxes. Population is around 25K. Less than an hour to San Antonio. Agricultural surroundings; people are friendly and down to earth. Weather is good about 9 months out of the year (but summer is hot and can be humid). Growth isn't huge (I think less than 1% population growth last year) but home prices are affordable. I know there are a few MS'ers who live in Kerrville and might be able to provide their experience. There's also Fredericksburg TX nearby which I think is a really nice small town with a solid tourism base and a good county airport. I think @LANCECASPER has mentioned a few nearby private airpark real estate opportunities recently as well. Happy to answer PMs to provide addiitonal info. Oh, and if you haven't stumbled upon it yet, the website datausa.io is a good resource to get a snapshot of towns/cities in the US.

All good questions and points. Only two radios. Below the GTN will be a GNX375 for a combo XPDR and GPS#2; the second radio is the GTR205. Looks like the last drawing wasn't clear on those components. Question about the Smart Glide: In a scenario where the pilot was incapacitated but the airplane was just fine, what kind of flight path would you get if a non-pilot passenger activated Smart Glide with the GFC500 engaged? If the engine was turning at 2500 RPM would Smart Glide still want to establish an IAS descent to the nearest airport? The avionics shop has been working with the panel folks to get the GDU as high as possible but I agree with you...it looks like it might be able to go a little higher. I'll revisit that question. The bottom GI275 is the EIS. I wanted a GI275 for engine data because other aircraft I fly have 275 EIS and I liked the commonality to process data more consistently when I move between platforms. I was surprised there wasn't a huge difference in price between a stand alone GI275 EIS versus adding the EIS to the GDU.

Thanks Shawn - I've got another visit to the avionics shop this week so I'll see what they think. I feel pretty comfortable with the locking mechanism of the Carling switch but will look into it a bit more. As for the ELT switch, I hadn't heard any guidance like you mentioned. I've never had any issues reaching over to the CB panel before (even when strapped in tight during turbulence) but maybe my flexibiity in the future could be an issue. John

I thought you might appreciate the design since it's basically yours! The switches are Carling Contura V series except for the dimmer switches which are Carling LD series. I opted for the generic actuators (the actuator isn't labeled...the label goes on the panel) and I'll just buy a few extra actuators to keep in the airplane as spares. The Smart Glide switch will be a locking version of the Contura V.

Latest panel version attached. I"ve got one more round of feedback before we lock down the design. There are a couple minor things I've noticed (at least one typo on the CB panel labels, Gear Safety Bypass button needs to slide further right, etc) but I'd appreciate anyone's input if they see something glaringly odd. FYI. I went back and forth on placement of the GMC507 in the stack and after chair-flying the options I ended up with it at the bottom which worked best for me. Thanks! John 1 N716J Update General 2.pdf

Thanks Nick - I think we have a winner with that photo!

Recently discovered that I don't have the required Operations Limits placard installed in my 1989 M20J (found the attached version on a related MS thread that matches the POH verbage). The POH says it's supposed to be placed on the Left Side Panel in front of the pilot station but I guess over the years it somehow disappeared. Looking for recommendations or photos on where others have placed theirs? Also curious what size (approximately) yours are since I may be making the placard versus buying the part from Lasar or an MSC. Thanks John

@dkkim73 and @NickG were also looking for the wing fuel gauges/dials last month. You all might want to check with @JustusSJ -- he's parting out an Ovation in Europe (I think) and said he still has the wing fuel gauges; not sure of the exact part number he has but they might work. John

I recently pulled my tachometer and tach generator out of my 1989 M20J (28v); PM me if you're still searching for parts.

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!