Greg Ellis

I use Garmin Pilot. The terrain is updated with it as well. One reason I do not buy the terrain database updates from Garmin for the 530 and 355.

I will have to talk to Jeppesen about this. My subscription does not have Safe Taxi or obstacles. In fact, both are currently expired with my units and I update them when I feel like it from individual downloads from Garmin.

And just to add, I tried a search for this information on this forum and if you type in Garmin or Jeppesen, no matter what else you type in you get about 700 references to it. Just does not want to narrow down.

Hello all, Looking for some advice please. I currently use Jeppesen to keep my databases updated on my GNS 530W and my GNC355 (I had to start with them because orignally the plane had a GNC300XL and Garmin did not support the database for it anymore). I was thinking about switching over to Garmin and getting away from Jeppesen for the sole reason that with the Garmin updates I also would get the obstacle updates (not that important to have all the time) and the Safe Taxi updates (7/year). Garmin is a little more expensive because of the addition of the Safe Taxi and the obstacle databases but if I continue with the Jeppesen and just purchase single updates of the obstacles and safe taxi as I feel inclined to then I actually will spend a little more with Jeppesen. One concern is that I have never had an issue with the databases with Jeppesen. They have always downloaded fine, with no errors and no issues. I have read some on this forum having issues with the Garmin databases hanging up or stopping mid download. Is this very much of an issue (for those that use Garmin for their database updates)? And just for price comparison, I pay $706/year for Jeppesen which includes all navigation data and approach plates for both the 530 and the 355. To get the equivalent with Garmin I would have to pay $819. The difference is if I add on, let's say one individual update of the obstacles and Safe Taxi to my Jeppesen then that will boost the cost up to $811 not including tax. I get those two things throughout the year for the $819 with Garmin. So, price wise it may be worth switching. Just want to know of anyone's experience with downloading issues from Garmin or any other issues you have experienced. And just to add, I do not download direct to the units in the airplane. I download them onto the data cards at home and take them to the airplane. This may reduce download issues as well. Thanks.

I've only used 84MB of the 244MB I am allotted. I'll sell you some of my storage, cheap....

This is on another thread here in Mooneyspace.com There is a link on the front page of donmaxwell.com Hopefully this will give you the info you needed.

Thank you for your response. This is what I was looking for.

Thank you. I think that is what I am looking for. I appreciate the response.

I agree with you. But I chose this just as an example. It could apply to any ILS where you are told to maintain an altitude by approach that is higher than the ILS intercept etc…. I just picked this one because it is close to me and easy to practice.

00658IL31.PDF For any of you experienced GFC 500 pilots. Let’s say I am flying the ILS to Mineral Wells (KMWL). I am going to fly the procedure turn. According to the chart, I maintain 3000 until inbound from the procedure turn then I can descend to 2500. I have activated the approach prior to reaching the Millsap VOR and turning outbound. What do I do to tell the GFC to descend to 2500 once turning inbound? My altitude hold is set at 3000 because that is what I am flying out bound at. I have the GFC500 working with a GNS 530W. Thanks.

Got it. Good points. I usually fly with a friend of mine who has about 1000 hours in Mooneys and 300 or so in C models so I guess I just didn't think about other factors.

Just curious and for those that know about this more than I do, I thought one could be a safety pilot with Basic Med as long as it was agreed upon that the Basic Med safety pilot would be PIC while the instrument pilot flew under the hood. Now I thought the rub came if your insurance would allow this or not.

It is relatively easy to fix. It is in the programming mode on the JPI. There are three levels of sensitivity. They had set mine to the lowest level and it was all over the place. I set it to 3 (the highest level) and it smoothed out tremendously.

I do take long trips but most of my weekend flying has been local, working on different things such as stalls, steep turns and other maneuvers. And right now, most of my flying is devoted to learning the GFC500 that was just installed and using it along with the GNS530W and the Garmin GNC355.

This is awesome. As someone who has an engine monitor but is woefully inept in interpreting data from it, I think this forum will be extremely helpful. Posting data, along with what the final problem was as mentioned earlier, would be very helpful in trying to learn how to properly interpret data. @kortopates has been very helpful, through Savvy Aviation, with me learning about my engine monitor and trying to interpret the data and I think this forum will be an excellent resource. Thank you to all that had a hand in starting this forum.

Whether or not they actually have any fuel in the tanks available would probably take a phone call, but Garmin Pilot says yes at $4.45 a gal. The chart supplement produced by the FAA says yes to both 100LL and Jet A and airnav.com says yes. But whether or not their tanks are full would take a phone call.

I probably would just return it if I were you. If you make any adjustment to it even if it is advised by the owner of the company and it does not work out right or something happens to the cover later on (that is not related to this issue) you may have voided any warranty by making an adjustment to the cover.

I think one red flag on the fit of the cover is that they use the exact same stock photos on their website no matter which you choose (early models vs 201 and up). Seems pretty generic that they do that. I have also been burned by Amazon before advertising something and what I get is not what I ordered. For instance, they will show a photo of something, say a 4 pack of something, advertise it as such and when you receive it there are only 2 of them. It pays to read the reviews on Amazon but fish out the 4 star and up reviews that are just supporters of the company selling the product. I feel there are a lot of fake reviews on Amazon to bolster the product on the website. For instance, I ordered a compost bin off of Amazon. It got great reviews. But there were 2 reviews (out of hundreds) that stated that when they received the bin it was missing a key part. I thought, well that is just a fluke. There are so many great reviews it could never happen to me. Sure enough, mine arrived missing that same part. Called the company. It was misrepresented on Amazon. The other part that is important to the bin is sold separately but the Amazon ad did not tell you this. All the good reviews were there to bolster the product and not legit reviews. So that is my buyer beware on Amazon. Sorry it does not add much to help but sometimes you just got to rant.

While I don't think it is nuts to mount one on your leg, you have to be careful if flying a Mooney with a Johnson bar. I cannot put anything on my right leg because it will interfere with the movement of the johnson bar. I used to use a kneeboard when I first started flying my airplane (before I had an ipad) and it was a little bit of a pain to make sure it was out of the way of the swing of the Johnson Bar. And I can't put it on my other leg because it is against the edge of the cockpit. So I gave up on a knee board. I tried using the ipad on the leg once. Nearly broke the ipad putting the gear up. Last thing I need when departing or arriving is adding one more movement to swinging the gear (meaning...remembering to get the ipad out of the way; it is tough enough to not accidentally unbuckle the seat belts).

Interesting. I have only had two flights with it, both in moderate turbulence so I did not come close to Vne.

I do get the altitude alerts at 1000 feet and 200 feet with the GFC 500 and the G5's. It is a tone, not a voice but I do get the alerts.

This sort of situation begs for a subscription to Savvy Aviation Maintenance (I am not a spokesman or sales person for them and do not get paid to mention them). I don't know if you would want to do this but they would be able to find you a mechanic that could do the work for you and help you get things done when you are a continent away from your airplane.

Thanks. I hand flew this airplane in IMC for 16 years with approaches to minimums and I will say that this airplane has made me a better pilot. But after 16 years it was time for some automation. I am just thankful that Garmin took the time to get something certified for these older airplanes. Mine may be one of the oldest with the GFC 500. I ordered the autopilot last year probably on the first day it was certified for the 1963 C model. Garmin had done the 64 and newer but had some work left to do for the earlier ones. I thank Garmin again for forging ahead with these early older airplanes. I know there are those that don't particularly care for Garmin or the way they handle their products but I for one am a Garmin fan, as you can tell by my panel. The autopilot is awesome. It even handled continuous moderate turbulence with what seemed to be ease but I am sure it was getting a real workout. I will follow up with a pirep on autopilot vs no autopilot.

Thank you. I don't think I have stopped smiling since I pick her up. I was able to lose the vacuum system as well that had failed me 3 times in the 16 years I have owned the airplane.

Well, at last my GFC 500 is installed on my 1963 C model. It is absolutely fantastic. I have never flown with an autopilot until now and I got my PPL in 1993!! It was kind of a strange feeling letting go of things and seeing the airplane do its thing without wanting to intervene. Especially since the maiden voyage was in clouds part of the time!!! Anyways, I am posting the photos of the evolution of my panel from 1963 vintage to what I have today.