rbridges

wow, those batteries got some crappy reviews on Spruce.

FInding a flat head screwdriver in the dark can be challenging sometimes.

I agree. A lot of nice vintage planes are "forever" planes because the owner knows they'll never get back their investment. Not as many of the really updated ones are as likely to hit the market IMO.

FWIW, I have a 430. I use my foreflight for taxi, but that's a personal preference. I only update the navigation DB. I haven't updated terrain/obstacle in years. It brings my annual price down to $299. Keeps me 100% legal for IFR flights.

Does it pump and no pressure? Check the white Teflon o rings and see if they are nicked up.

Try @Alan Fox. He has everything. Lol

I know wrinkles in the firewall are not too uncommon in 182s. I guess people have had a tendency to hit hard on the nose gear. I don't know how that translates to a mooney though.

I really don't know much about them, but I thought I'd read they were supposed to be more durable. Just wondering which type holds up better over time.

I've got a 50, but I'm trying to figure how much cheaper it is vs gfc500. I know you don't need a g5, but you have to check servos and reinstall them. Does their price include any servo overhauls? And aren't the Garmin servos considered to be better?

I don't know if this is an apples to apples comparison, but I had a kt-74/430 combo. The STC allowed the two to work together for ADSB compliance. Although the 440 is compatible, the ADSB compliance didn't work with them.

I just had my alternator replaced. As an owner, I'm a little aggravated. I've owned my plane for 10 years and have had 4 different people do my annuals. Never was it mentioned to inspect the alternator. By the time it failed, the brushes were worn to the point where the slip ring was ruined. Not only that but I had to scrub a flight. Fortunately I was at my airport when it happened. After I started googling, I saw that a 500hr inspection is recommended. Lesson learned, but not everyone is savvy on maintenance. I try to stay on top of things, but I do lean on the mechanics, maybe more than I should. To answer the OP's question from last year, definitely keep an eye on your alternator.

Getting my plane back from Cole Aviation this Friday. Base annual is $1800, labor is $110/hr. I knew my voltage regulator and alternator were toast, and they were a big chunk of the extra cost. I think it was under 1 AMU for the other niggling stuff.

but don't you have to land a mooney at 110 knots?

I was thinking the dual G5s also. Gets rid of your vacuum system (for gauges anyway). I like my Aspen MAX panels, but I don't know if you could squeeze in two panels with install in your budget.

sorry to derail the thread, but did you go with a plane power voltage regulator? Both my alternator and voltage regulator need to be replaced (long story), and I'm going to have it done at my annual as soon as a nice VFR day comes along for me to take my plane.

I ran some tests between the field wire posts. It's getting current, and the battery voltage looks solid; so I'm going to try replacing the brushes. IA will help me since this doesn't involve removing the alternator and is pretty inexpensive. If it works, it will buy me time to have it replaced down the road.

I know this is an old thread, but these pics are awesome. Especially the one showing the wire keeping the brushes retracted!

Closer pic

I noticed my voltage dropped to 11.7-11.9 at the very end of my last flight; literally 60 seconds. Couldn't get alternator to kick back on. Put plane away but came back a few hours later and it worked fine. This was a week or so ago. Got up early for a flight, ran through preflight and everything looked good. Five minutes into the flight and alternator drops out. Nothing could get it back online. Showing 11.9v. Turned back around and took off cowling. No loose wires that I could see. I fired the plane up and alternator back online. Put cowling back on and then nada when I started it again. Called the local mechanic who will look tomorrow. I called joey Cole and he said to check the ground wire first. One interesting thing was crackling in my headset. Both radios. Normally they are very clear. Any suggestions? I don't want to throw good money replacing good parts.

Is there a CFI or friend who could fly it one every 3 weeks or so for an hour? That would be best if insurance allows it.

That's the kicker. We all know how to land, but at night or IMC, we may not know what we're landing into...

c'mon Gus, get that darn paint job already.

I always use @Hank 's tail number on my IFR flight plans, so I just fly through Bravo even if they tell me no.

This was my email from Andy back in April: Robert, 2.11 SW mainly addresses the addition of the information needed to have full advance capabilities in the digital autopilot world, namely the STEC 3100 and GFC600 systems. However, like every SW release there are other things that were added in the background that fall under “bug fixes”. I do not have full details, but the first thing that field service has us do is update to the latest SW even if the customer already 2.10.2. I imagine that there is something in there that addresses the irregular restarts after 2.10.2 that you are seeing on the forums.

ugh, I'm sorry. I reread my emails. I went from 2.10.2 to 2.11. I was thinking I went 2.11 to 2.12. Bottom line, 2.11 is the current version right now.