donkaye, MCFI

That's a nice layout, Steve. What are the instruments next to the TXi? If one is the older Stormscope, I'd get rid of it in favor of the WX500 Stormscope which will display on both the GTN 750 and G500 TXi. What is the upper right instrument? The ESI 500 backup? If so, where is your Engine Monitor? I'd want it in my field of view. If not the ESI 500, then where is your backup?

If you do that, then you will have to be raising your hand higher than you would want to constantly do in my opinion to change heading and other preselects. In fact, the more I think about it, although maybe I'll change my mind after I use it for awhile, I'll probably just keep the GCU 485, since its placement will make easy work of all the required heading and preselect changes.

https://www.dropbox.com/s/af3t7f8137uvy4l/N9148W Incident.jpeg?dl=0 Disables next Thursday December 20, 2018.

The prop could be the holdup. I'm not sure when it's arriving. The engine should take about a week.

The new reman engine arrived a day early on December 12th. I arrived at a settlement with the Insurance Company last week and received a FedEX delivery from them of partial payment on the same day. The balance will be paid on completion of the repairs. Fingers crossed that maybe I will have the plane back this year.

The reasons: It will be months before the GFC 500 STC is available for the Mooney and I REALLY don't like the way the TXi handles things I do often like altitude and vertical speed preselect and changing from GPSS mode to HDG mode; Options, there will be flexibility in control from either the TXi or GCU 485 or GFC500; I'll be keeping my current panel so I could always sell the GCU 485 at a discount, of course, and just be out the labor, new new panel cost, and discount, amounts I am comfortable with; I will probably wait a number of months to do the GFC 500 to wait and and see if there are any problems with it. (my experience with new products from Garmin is that it takes awhile to wring things out).

John, I'll eat a little crow on that one. As the picture above shows, I tried the PFD on the right for a little while. I just couldn't get used to it over there. Yes, all the functions that are talked about make the GCU 485 unnecessary if that is done and you feel comfortable with it. I didn't like it enough that I am willing to spend the 5K (new panel , GCU module, and labor to install) to get the GCU 485 and clutter up my panel a little.

Steve, the picture shown was what I tried to get comfortable with before deciding to go with the GCU 485 Controller. I couldn't get comfortable with it. It's been switched back to the PFD on the left. The problem with it on the left is that to control all the PFD functions requires crossing your hand over the yoke and is just completely inconvenient--not as inconvenient as tapping for full screen and controlling all functions from the right and then switching back again. The GCU 485 takes care of all that with all controls adjusted with the right hand. All it took was more money. It cost me the extra expense of another new panel and should have been done the first time. I'd recommend anyone getting the G500 TXi get the GCU 485 and save yourself the hassle of doing it later when you're not happy with the way the G500TXi functions or waiting until the GFC 500 comes out for Mooney and just use that for all the PFD control. Regarding the Backup, when the GFC 500 becomes available, the G5 will be required, so I might as well use it and eliminate the ESI 500. I want the backup next to the big screen, and putting it or the G5 on the right doesn't make sense to me, as I'll never be looking over on the copilots side, and i've got more than enough displays now as it is.

I have the aviation dedicated Aera 796 on the yoke; Bright in sunlight (unlike the iPad), Simple, familiar Garmin interface, XM and Jeppesen Plates compatible.

While I really like the G500 TXi, I don't like the way the altitude and vertical speed preselect work on the unit itself. It is VERY clumsy at best, and at worst can get you behind the airplane trying to set it up while ATC is firing commands at you. While my plane was down I decided to go ahead with the GCU 485 install. It JUST fits. I'll put up a picture of the finished panel when it's completed, but here is the projected new new one. After speaking with Garmin, it turns out that, just like the Transponder codes are sync'd with the transponder and GTNS 750 and GTN 650, so is the GCU 485 sync'd with the G500 TXi, the GCU 485, and most importantly the soon to be released GFC 500. That is next on the agenda next year. I really like the ESI 500 with SVT and Obstacles, and Navigation, but it looks like the G5 is going in its place. Anyone for an ESI 500?

I've attached a page from the Manual and highlighted in yellow the map of interest. Expand your 750 map and you will see an airport by the Metar. Pages from 190-01007-03_Q.pdf

Why not just put the 345 in the top right if there is space? It can be controlled either by the GTN 650 or the Transponder itself. That is the best of both worlds. I have my GTX 335 on the far right. I've never set in a code with it, but it has some nice features so I got it instead of the remote. I also have both the FS 510 and the FS 210 and can use both with Connext, so you shouldn't have problem. You should eliminate the way out of date KMA 24 in favor of a more modern audio panel like the GMA 350 or PMA 450. They aren't that expensive and will transform your audio experience.

If you have the G500 or G500 TXi, you will get a vertical deviation carrot on the glide path and vertical rate carrot on the VSI. This can be followed manually unless you have one of the Garmin autopilots, in which case the autopilot can fly it automatically. You can fly one leg VNAV Direct on any autopilot. This behaves just like an ILS. Since I hadn't had enough time to play with this before my plane became inop until January (see my other post on that one), I'm not sure how well VNAV Direct works on the KFC 150 autopilot.

I'm keeping my fingers crossed. Thanks, Bryon.

I didn't mention VNAV because I believe the Avidyne's also have it, although maybe not autopilot coupled like the Garmin unit can do with a GFC 500 or GFC 600.

I paid about $2,500 for an exchange rebuilt one from Autopilots Central 3 years ago.

One other very important feature with the new software on the GTN 750 ( and 650, too); the ability to fly VFR approaches to almost all non private runways in the US. Most also have a 3° slope calculated and associated with them. This is huge for situational awareness, especially during time of reduced visibility and darkness.

For what it's worth, in all these past years and being a full time flight instructor in Mooneys, to date I've not had one student who has an Avidyne product (I've had about 440 students so far). As a result, I've not had a chance to try them out. Those that have them swear by them. As a Garmin fan, I'll swear by their products, too. By waiting for rebates, and selling all my removed hardware, I figure I saved over $25,000 on my installation. Admittedly Avidyne hadn't come out with their products at that time (2014), but I wanted no hassle connectivity with all products installed, and even today that would still lead me to choose Garmin over all other Vendors.

This isn't what you are going to want to hear due to cost issues, but you won't believe how much happier you would be to do the following: 1. GTN 750 and sell your GNS 530 or trade it. 2. GTX 345 and sell your GTX 327 3. Engine monitor of your choice. Reasons: GNS 530 is now 20 year old technology. Do you really want to spend more money on it? You'll have ADS-B in on the large screen of the 750. You'll have iPad interface compatibility with the 345 along with a backup AI. Later, it you were to add a G500 TXi, you could get the FS 510 and with database concierge not have to take any cards home for database updates.

I didn't have to file a claim with my insurance company at all. All my interaction with the shop's insurance company was through their adjustor, Kern Wooley, P.C.. While I was told the name of the Insurance company, I don't remember its name right now.

I would have loved to have gone with the 4 blade MT, but not waiting 4 months or more for it to be made and shipped from Germany. I could have taken the overhaul on the old prop and used it temporarily until the MT arrived, but all things considered (possible problems have been noted with MT prop shedding paint and being difficult to repair that), I just don't need any more problems to deal with. So I went with the standard McCauley prop I have been using satisfactorily for the past 26 years. The savings can go towards the GFC 500 when it becomes available. Others have commented on the KFC 150 being a good autopilot and I concur, but since the full scale reduction of the modern GPS from 5 miles to 2 miles, its sensitivity to wing rock has increased. I put a lot of money into resolving the issue. It helped, but not enough. Luckily, in GPSS mode it is rock solid, but in all other modes, especially Approach Mode, there is objectionable wing rock. I look forward to having those issues resolved with the replacement of the KFC 150 with the GFC 500. After that, I wonder what other new technology that hasn't even been thought up today that will become available and will be too irresistible to refrain from adding to the plane. I look forward to whatever it may be.

Well, it's been 2 months since I made my first post on this subject. All repairs have been made to the plane, the Annual is completed, and now we're just waiting on the new engine (which is supposed to be done next Thursday) and new prop to arrive. I found out that the shop really went to bat for me on getting a new prop because I'm told the old one was repairable. There was just no way that was going to work for me. The insurance company, through its adjustor, listened to my requests and for the most part was very responsive to my wishes. Baring any unforeseen issues between now and when the the engine and prop are installed, given that this happened, the result could not have been handled in any better manner.

The Bravo is a 2 person full fuel airplane. It is a 3 person 60 gallon airplane. It is a 4 person 45 gallon airplane. With FIKI, take off at least 15 gallons from these numbers. These numbers apply to all the long bodies including the Acclaim. If you're planning on long trips with 4 people, then the Bravo or any Mooney may not be the airplane for you. However, I've had mine for 26 years and would not have any other single engine piston airplane. It's the best single engine piston airplane out there in my opinion. I love the avionics package I put in my plane. When the GFC 500 becomes available next year, it is going in. In the meantime I'm ordering another new panel, and installing the Garmin GCU 485 Controller. Setting altitude and vertical preselect is just not acceptable to me on the TXi alone. When the GFC 500 comes out, I'll go back to my current panel and sell the 485, since the GFC 500 does the same thing.

I have the MVP-50 and its install time was about 40 hours. Top Gun, a Mooney Service Center, installed it and they have installed a number of them in about the same time. Installation worked perfectly. I have just upgraded to the new MVP-50 display and it is a big improvement in resolution over the previous model. The upgrade cost was extremely reasonable at $1,499 for a whole new unit.

Not withstanding the above, the Rocket has one of the craziest weight and balance profiles of any Mooney out there. A number have long range tanks, which make it even worse. Basically, it is a 2 person airplane. Even with not much fuel it will be out of CG Range with 3 people---but it is fast and has a great climb rate. I've attached an Excel file showing one with long range tanks. Play "what-if" with it and see the issues. wb Version 3.8 231 Rocket.xls