CCAS

It's in the plan. Just need to find time to visit Olathe. Wish they did training on the weekends but I don't think they do.

Three reasons for me: - I wanted a bit of future flexibility in case there's ever a need to install other avionics items (that's one of the reasons I kept the co-pilot side as clutter free as possible). TXi had more connections and has the HSDB architecture instead of the CAN bus. - When I looked at the first round of estimates, the labor was slightly less to install a TXi system compared to the G3X system. Not a huge difference but some. - (very subjective) The G3X has been around a while. No indication from Garmin that they're ready to update it with something newer but in the back of my mind I thought the TXi would be supported longer. Also thought the TXi graphics were a little clearer compared to the G3X.

Some good info in this thread.

Upgrade complete! Flew her home today and couldn't be more impressed with the new capabilities. I'll need to spend some time figuring out which display pages I'll use most of the time to provide the best mix of functionality and awareness from the G500TXi, the Gi 275s, the GTN, the GNX and the Aera. The GFC500 is amazing, and for me, the yaw dampener noticeably helps with turbulence even in a mid-body Mooney. Can't wait for my first long cross country.

Closing this topic out after resolution today. The solution ended up being pretty simple. The problem was indeed an inadvertent K Factor issue caused by a setup oversight. The default K Factor on the FF transducer configuration page is 29000 pulses per gallon. The installation manual calls for the K Factor to be 68000 ppg for the FT-60 so the installer has to update that field. However, after changing the K Factor value to 68000 and selecting "Enter" you have to wait 5 seconds or so for a small green square in the top right corner of the display to appear and then start blinking. After it blinks 3 times it then turn into a check-mark. If you navigate away from the setup page before the check-mark appears, the system will switch the K Factor value back to the default value without you knowing it. EIS is working great now!

I bumped into a Garmin rep today at the airport and he mentioned the company is about to put up for sale their 2001 Mooney Ovation, registration number N430G. He didn't have any details about engine or airframe time but said the airplane had been used as a Mooney test bed for several years. Not sure what's currently installed in the panel but I can't imagine it's lacking capabilities. He said they weren't going to use a broker and hadn't yet decided how to advertise it. He thought the price being mulled about was $315,000. Might be an interesting airplane to consider for someone in the market for an Ovation.

The shop confirmed they installed an FT-60, not a FloScan but I appreciate the thoughts and comments. I did find it interesting that when the shop first contacted Garmin about the issue last Friday, the tech support folks recommended changing the K Factor as a first step (I think they recommended something like trying 29000 pulses per gallon)....but I think that would have made the fuel flow indication double instead of half'ing. So we're going to try again tomorrow with 68000 set after re-configuring the FF as an "FT-60". I should know more tomorrow. Thanks again.

The shop confirmed they installed the FT-60 FF transducer that came with the Garmin EIS installation kit. However, they also said that in the EIS configuration pages, the FT-60 can be identified as either an "FT-60" or by the specific Garmin part number; prior to my first flight, they configured it as the Garmin part number (not as an FT-60) with a K Factor of 68000. They've now re-configured it as an FT-60 with a K Factor of 68000 and I'll fly it again tomorrow to see if it makes a difference.

Thanks Byron! That's good info. I'll point them toward Table 5-26 and see what K factor they end up with.

Troubleshooting a new GI 275 EIS install issue and could use recommendations. Aircraft is an M20J with IO-360 A3B6D engine with GEA-24 interface. On the first flight after avionics upgrade I found the fuel flow on the new GI 275 EIS was reading about double what it should be (e.g., approx 35 gph on takeoff/climb and about 20 gph at 65% power in cruise (leaned +25 ROP) at 8500' MSL). I brought the airplane back to the avionics shop to investigate. They're asking me on the next flight to perform the Fuel Flow Recalibration procedure found in the GI 275 pilot guide (190-02246-01 Rev S on pages 97 & 98). When I read that procedure, it appears to modify displayed fuel flow based solely on applying a percentage correction to the EIS's last calculated fuel consumption data against actual pilot-entered fuel used. Why wouldn't the newly-installed Fuel Flow Transducer be providing accurate independent FF data to start with? Could the wrong transducer have been installed (or maybe the correct transducer was installed in the wrong location)? I'll ask tomorrow what K-Factor the shop used during the EIS configuration but I would have thought that'd be the first thing they'd check.

Getting very close to completion. First maintenance test flight was yesterday and only a few minor squawks; those should be resolved in a couple days. The Aera 760 still has to go in and then one more flight to confirm the rest of the acceptance items. I'll post a final photo with power on when complete.

You could give AeroGraphics a call to see if they can help. Good chance they’ve made them before for other Ovation owners. They’re a nice family-owned business and my experience with them has been positive. http://www.aerographics.com

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.