ZamF16

Yes, that is the next step when my budget allows. The autopilot upgrade was pretty pricey given the amount of labor involved.

I had a similar issue on my GNS-530. Sent it to Garmin and paid the flat fix fee of $900. It came back and started acting up again a couple months later. Took it to an avionics shop who found a loose connection on the back of the avionics tray. They charged me $50 to troubleshoot and fix the problem. It has worked great since. Frustrated that I assumed there was a problem in the GNS. Not saying that is your problem, but might be worth investigating.

Flew my Bravo into Fort Worth Alliance airport today. Winds were 160 at 24 gust to 34 knots. Luckily, that is straight down the runway. On final the airspeed kept oscillating +/-5 knots of my target airspeed. I decided to let the Garmin GFC500 autopilot fly the approach. I wanted to see how it would handle the winds. What an amazing piece of technology. It never deviated even the tiniest bit from course or glidepath. In fact, I started to get concerned the G3X wasn’t working right because I never saw any movement of the course or glidepath. It took me all the way to a 200’ decision height without the slightest deviation. I am such a huge advocate for the Garmin G3X and GFC500 suite of avionics. Amazing awareness and precision.

Thanks, Lancecasper. I finally got through the pages of discussion. Unfortunately, I didn’t see many answers, just lots of mostly unresolved issues, However, I did discover a lot of people with similar symptoms. I will continue to work with Garmin on a solution.

rbp, this is exactly the issue I am having with my M20M (G3X and GFC500). My oscillations increase over time to sometimes as much as +/-300 fpm. Did you ever get it resolved, or does the saga continue? Zam

Update: I have been flying the new setup for a few months now. I love the G3X and the GFC500 overall. However, I am having an issue when using the GFC500 coupled to the G3X and the associated AHRS. I am get pitch oscillations in altitude hold and on Vertical Speed and IAS hold. It is about 1 degree up and down which in level flight creates up to a +/- 300 fpm oscillation, like being in a boat on the ocean. It goes away in attitude hold. It also goes away, if I couple the GFC500 to the G5 and it’s associated AHRS. Garmin has analyzed the flight data several times and has proposed we swap the G3X AHRS (already tried this once). I am waiting for them to send the new unit, then we will see if there is any difference. I did notice several posts about pitch oscillations in short body Mooneys with the GFC500, so it seems to be more common that I thought. Does anyone have insight into others that have had the GFC500 pitch oscillations and how they resolved it?

I didn't have much previous time with these new panels. However, I flew to Denver and back to San Antonio last week for Thanksgiving, so I got almost 8 hours with the new system (yes, head winds both ways). It is amazing how much information is packed into the G3X with its integration with the navigators, GFC500, and GTX345. I found I never referenced the GNS530W anymore accept to make updates to the flight plan and procedures. All my info was on the G3X in much higher resolution. I was told this would likely be the case, which is why I had the GFC500 control head mounted above the GNS 530/430 for easier access. I spent 90 % of my time on the G3X and the GFC500 control head. Loving every aspect of the new system. I wish I hadn't waited so long to upgrade.

Yes, smart glide and VNAV would be nice to have. It would also integrate my comm 1/2 into the G3X which I currently cannot do with my GNS. I was looking at the GTN750Xi when my budget allows. The debate is do I continue to go with two navigators (I love redundancy) or go with 1 and just a panel radio for comm 2. The latter seems to be a common configuration I am seeing. At least my current config allows flight plan info to back feed from my iPad (Garmin Pilot) to the G3X and then into the GNS. So while not my dream setup, it still has most of the functions I need/desire.

This is a gently used Clarity SV ADS-B Receiver with solar shield. It has an internal WAAS GPS Receiver and 978 and 1090 MHz Receivers so you receive FIS Weather and TIS Traffic. The Clarity SV is the only receiver with a internal phased array antenna so it will receive signals from more ADS-B Towers than all of the competitors. It also has Gyros so you can display Synthetic Vision AHRS on iPad apps like WingX and Seattle Avionics FlyQ. It will also display position, traffic and weather. However, it is not compatible with Foreflight or Garmin Pilot apps. It has a built-in rechargeable battery (chargeable with standard USB cable) and WiFi. Includes a non-slip pad to hold the receiver securely in place on the glareshield, a USB cable, and the solar shield, $400 and it's yours. More details here: https://www.seattleavionics.com/CLARITYSV-ADSB.aspx

Yes, the 430 screen crazed over the summer. However, it is surprising still fairly easy to read. Since it is a non-WAAS unit, Garmin won't even service it anymore. The next upgrade will be to a GTN, but that was more than my budget would allow right now.

Yes, I still have the vacuum driven speed brakes. So I still have my vacuum system just to drive those. We were concerned that without the demand of the instruments, the vacuum pressure might be too high, but there are no issues so far. At some point I would love to move to the electric speed brakes, but unfortunately you cannot drop them into the same hole as the vacuum speed brakes.

I just recently switched EFBs on my iPad from FlyQ to Garmin Pilot. When you set up Garmin Pilot with your aircraft specifics it auto loads the associated checklists that you can check off as you execute them. They are also editable if there is something you want to add/change. I have just started using it this week, but it seems pretty useful. I still have my laminated version on my kneeboard, for now...

Oh, and my Bravo is now 50 pounds lighter with a slightly more forward CG. It was amazing how much weight was tied up in the wiring for the analog instruments and autopilot.

I finally took the plunge and upgraded my panel. It all started with a failing KFC-150 and the desire to upgrade to a GFC 500. This of course drove replacing the attitude indicator and HSI. And for a "little more," I could go to a G3X 10" panel. So...I went with a nearly naked panel with the G3X touch, a G5 backup, GFC 500, but kept my GNS 530W and 430 navigators. Attached are my before and after pixs. I am now flying as much as I can to build new IFR habits around the new avionics.

Update: N330AJ is still not back in the air. We got all the left gear parts and the bungee assembly installed and spent a good part of two days getting the landing gear rigging correct. We discovered that the original gear rigging while sufficient was not in line with the service manual. In addition, we now have one side that is all new parts and the other that has 33 years of wear on it. We had to strike a balance to get both the old side and new to retract the same distance while at the same time have the right down lock tension when gear down. So, while time consuming, we are probably in better shape now than the original rigging. However, then it came time to install the new inner gear door. When installed the gear door would not close completely. It would bind against the airframe with about 3 inches to go. We discovered that Mooney installed the hinge backwards putting the gear door too close to the airframe. The hinge rolled towards the door, not away like the old door. We sent it back to Mooney to have them reinstall the hinge the correct way. After 3 months, we got it back. When we installed the door, it was better, but we were still getting binding when closing with about an inch to go. We discovered that Mooney had installed the hinge in the middle of the end of the gear door. The original door had the rivets off center on the hinge about 1/8", which moved the gear door away from the airframe. So...last week I sent the gear door back one more time to have the hinge mounted correctly. Per Mooney's request, I have also included the old gear door as a reference. I am hopeful it won't take 3 months for this correction, and we will be airborne by Thanksgiving. I suspect that the way they manufactured the door is how they do it on current models. It however doesn't work on my 1989 TLS-B. I have attached some pictures to help illustrate the issue. Hopefully, no one else has to deal with this type of failure, but it may provide some insight on considerations when dealing with the factory. Zam Gear Door Hinge Issue Updated.pdf

Update: I searched every air salvage place I could find over the last few months and never found a serviceable bungee assembly. However, Mooney finally received the materials to manufacture the assembly. It arrived a few days ago. Now we can proceed with rigging the gear. I hope to have my Bravo back in the air in about a week after being grounded since May 2021.

I received feedback from Mooney through LASAR this morning. They are waiting on the materials to manufacture the bungee assemblies. They expect the materials by the end of April. So... I might see a new assembly sometime this summer. I will still keep looking for a serviceable assembly in the meantime. Zam

I have been staying current by flying a local Cessna 172 rental. I had to bring a calendar to measure my airspeed, but it is flight time. It didn’t occur to me to ask insurance about rental coverage. I will look into it. Yes, hangar and insurance costs continue.

Thanks, Scott. I reached out to them.

I reached out, thanks.

I am in need of the landing gear retract assist bungee assembly for my M20M. It was damaged during my landing gear mishap that I posted about in the Mooney Bravo forum, and we just caught the damage during reassembly. I contacted LASAR, and they said it is a long lead time item from Mooney; several Mooney Owners are waiting on them. I already waited 8 months for my last round of gear parts, and I really don't want to wait another 8 months for this assembly. I have already called around to Texas Air Salvage, Dawsons, and a couple other places looking for a serviceable part. No luck so far. I thought I would reach out to see if anyone on this forum might have a lead. Part needed: Mooney 560213-501, Landing Gear Retract Assist Bungee Assembly. Thanks, Zam

Bolts, bushings, and other associated hardware were pretty easy to get, and LASAR was awesome to work with. However, it took almost 8 months to get the trim tube, gear linkages, and the bell cranks manufactured. COVID certainly impacted their responsiveness, but 8 months was pretty ridiculous. I will tell you that parts they had in stock I received in 1 day. It just took a while to get parts manufactured.

We had to overhaul the gear actuator, replace every linkage and bell crank from the actuator to the left main. We also had to replace the front trim tube as the bent gear rod pushed a bolt/cotter pin against the trim tube. When I ran the trim during the 45 minutes of troubleshooting the bolt and cotter pin almost completely cut through the trim tube like a pipe cutter.. We also had to replace the inner gear door and the gear dust cover. The insurance company was pretty responsive. The only thing they balked at was replacing the gear actuator and the main bell crank up near the gear actuator. We felt given the stress put on the actuator, we should plan to replace it. The insurance company asked that we first attempt to overhaul it, which we did. It was a matter of $27k for a new one and $2.5k for the overhaul. It was a fair request. It was hard to determine if the main bell crank was bent, but my A&P insisted we replace that, since everything that was attached to it was completely bent. Once we disassembled it, it became obvious it was in fact bent. About a week after the incident, I worked a ferry permit, had the A&P secure the gear in the extended position and remove the inner gear door from the actuator, and then I ferried it back to Castroville, where we completed the repairs in my hangar.

Thanks for spinning the tire picture. Every time I would attach it, it would rotate. Zam

I have delayed posting this information while I settled everything with the FAA and my insurance. But as I am about to get my Bravo back in the air, I thought it was time to relay what occurred back on 14 May 2021, in hopes that everyone can learn something from what happened to me. BLUF: A bird strike caused a gear malfunction that forced me to attempt a landing in a misconfigured airplane. So, there I was... The flight started at Castroville Municipal (west of San Antonio) where I hangar my Mooney. I conducted a normal preflight noting no issues with the gear or any other aircraft system. I taxied uneventfully to the self-serve fuel and added 40 gallons of fuel to the 35 gallons already in the tanks. While I was only planning about an hour flight, the extra fuel came in handy on this day. I then taxied to Rwy 16, did a normal runup and departed Runway 16 VFR to the northwest on a beautiful spring day in Texas. I flew to Hondo, where I conducted a couple practice approaches. I then flew back to Castroville VFR and entered the pattern for practice pattern work. I did one uneventful low approach to Runway 16. However, on the go when I raised the gear, I heard a thump and was aware that the gear movement seamed louder than normal. I normally don't hear much noise from the gear with my noise cancelling headset on, but this time I did. On downwind for my second pattern at Castroville, I lowered the gear. Again, I noticed that the gear movement was making more noise than usual. At the end of the gear movement, I noticed that the gear unsafe light remained on and the gear actuator circuit breaker had popped. At this point I notified an aircraft that had just landed at Castroville that I had an unsafe gear indication and asked if he could look at the gear as a flew by. Additionally, I had a Ag-Tractor who was flying in the area, join to a chase position and look over the gear. Both pilots reported that the right main and nose gear appeared down, but the left gear was barely out of the gear well and jammed against the inner gear door. At this point I departed the pattern to the south to attempt to troubleshoot the gear. So I went to the section in the PoH for nose gear and one main down and one main up. I am be facetious; there is nothing in the PoH for misconfigured gear. The way the Bravo is mechanized, with a gear box driving push rods to move the gear, they should all be down or up. But here I was in a misconfigured Mooney. I figured I would try the manual extension per the PoH for FAILURE OF LANDING GEAR TO EXTEND ELECTRICALLY. The gear handle was already down and the circuit breaker already popped, so I attempted to lower the gear by pulling the manual gear T handle. I had little hope this would do anything, since the gear was already in the down position, but I figured it was worth a try. As suspected, the T handle would not budge, as the gear was already in the extended position. At this point I attempted to break the left gear loose by g-ing up the airplane (positive and negative), and yawing the airplane, but nothing helped. I thought I would rather land gear up in the grass than land with one main up on the runway, so I attempted to raise the gear by putting the gear handle up and pushing the gear actuator circuit breaker in. However, the circuit breaker would not reset and the gear would not move. While I was doing all this, the pilots who were assisting me from the ground called the Castroville Fire Department and EMS to respond. While I awaited their response, I assessed my options. I decided to land in the grass, since the recent rain had softened the ground a bit, and I felt like this would lessen the chance of a ground loop if I could slowly settle the left wing in the grass. At this point I also decided to transition over to Kelly Field where I would have an Air Force crash response team to help if things went badly. I contacted San Antonio Approach, declared an emergency and proceeded to Kelly Field. Once in the pattern at Kelly Field, I did a couple of low approaches to survey the area and to select an appropriate spot to land. I communicated with the crash response team via the Tower about where I was going to land and then set up for a right base turn to land abeam Rwy 16 in the grass on the east side of the runway. On final I selected full flaps. Then as I approached landing, I pulled the fuel mixture to full lean, turned the fuel selector to off, and popped the latch on the door. I flew the aircraft just above the grass until the stall warning horn came on then eased it down while attempting to keep the left wing from settling. As I was losing aileron control authority, I started to ease the left wing down into the grass. It was at this point that I realized the wing stop settling and the left gear must have extended. The Fire Chief later told me that the left main extend about a second or two before it touched down in the grass. I can only assume that the bouncing through the grass broke the gear free. Once stopped, I turned off the main power, ensured the fuel selector was off, then deplaned. The Crash Response Team and the Airfield Manager met me at the airplane and also notified the FAA of the incident. Within minutes I was getting called by the FSDO about the incident. The FSDO requested pictures of the damage and a verbal account. He also worked with me, the Airfield Manager, and the Crash Response Team to provide clearance to tow the airplane to Atlantic Aviation's ramp. So what happened? During inspection of the left main gear, we found small feather fragments up in the gear well. We determined that during my first pattern at Castroville, a bird impacted the left inner gear door as it was opening/open to allow the main gear to extend/retract. The impact ripped the inner gear door off its hinge and left it hanging by the actuator and turned sideways. When I retracted the gear following the low approach, the inner gear door jammed into the left main gear hub cap (dust cover per the parts catalog), which caused the gear to jam about 20 degrees out of the gear well. When I tried to extend the gear the last time, the gear actuator did its best to force the gear down. In doing so it stretched and bent every component between the actuator and the left main gear. It is amazing to me that despite the mangled gear mechanism, the gear still managed to get into the down position once it broke loose. The lesson to me is reinforcement of what I learned in my F-16 days. You need to understand how your aircraft systems work if you want to be prepared for the unexpected. Not everything that can go wrong is in the PoH. And the Mooney PoH does a poor job of explaining how all the aircraft systems work. I have learned my systems by owner assisted annuals/maintenance. And don't forget to use external resources. I used other aircraft in the area to help me assess the situation. I also used them to contact emergency services. Once I decided to transition to Kelly Field, I used San Antonio Approach, Kelly Tower, Kelly Emergency Response Team, and finally the Airfield Manager to help me safely get my Bravo on the ground and to the ramp. After 8 months of delays getting gear parts for a 33-year-old airplane manufactured, my Bravo should be back in the air next week. I hope this incident provides one more nugget in your clue bag. Dave