Marauder

There is one Mooney owner, who will remain nameless, that cornered the eBay market on the Collins NavCom. He bought a half dozen of them at dirt cheap prices and has been steadily replacing them as they fail over the last several years. He is down to his last unit and is now just starting to look at NavComs.

I wonder how long or if Garmin will drop the G5 line. I'm sure there is a product marketing plan that includes target market segments for each products. The majority of the Cessna & Piper fleet will probably be happy with a G5. But, if the upgrade bug is present and these planes produced historically without APs become equipped, the GI 275 will probably take the lion share of that addressable market. Kind of reminds me when Garmin was a big player in auto GPS units. They had all kinds of flavors. How long before the market gets saturation with selections? I look at the GI 275 as pure play at the Aspen market where the Aspen retrofits worked with the legacy autopilots and didn't require a major panel mod like the G3X does.

I agree with Lance. As people begin upgrading to GFC 500s and the GI 275, the value will continue to drop as more and more become available.

If I got the picture orientation correct, that oil you see on your muffler is coming from the oil filler tube gasket. When you remove the oil dip stick, do you find the whole tube rotates? Sent from my iPad using Tapatalk Pro

I remember when I participated in the POA forum and there were accusations made that an owner deliberately belly landed his airplane to collect insurance on a plane he could not find a buyer for. Hope this isn’t on the minds of any of our fine upstanding group of Cheap Bast%$ds. Sent from my iPad using Tapatalk Pro

Probably a GAD 43e which was their solution for legacy analog support on the G500. What I can’t tell from the pictures (and I am too lazy to do my usual deep dive), is whether or not the GI 275 will be a full interface or just the steering input for the AP. In other words, the GI 275 could feed heading and other inputs into the GAD to convert to the analog input requirements of the AP but doesn’t replace the control heads for the legacy APs. You may still need to select VSI, altitude pre-select and other parameters from the existing AP’s control head. Now... if they built in capability, like adding constant airspeed climbs and altitude pre-select for my STEC 60-2, I may be tempted to look at it... Sent from my iPad using Tapatalk Pro

I often wondered how many Mooneys are flying around without insurance. There is no legal requirement to have it and knowing how much the premiums are rising, how many will throw caution to the wind? Sent from my iPad using Tapatalk Pro

Have you looked at the prices? Those 4 units alone based on the “starting at” prices listed on the Garmin site will run you $11k. Add in the GADs, you probably are pushing $15k. I wonder what this does to the G5 business. Orphan the product? Sent from my iPad using Tapatalk Pro

Where’s Peter Garmin? He should be saying how small the screen is and how unreadable it is. Wait, I see him. He is still in line for the KI 300. Will someone have the decency and tell him to get in the Kool Aid line? Sent from my iPad using Tapatalk Pro

It’s one or the other. I only have a mechanical squat switch. Sent from my iPhone using Tapatalk Pro

Some of the squat switches on the F are mechanical switches on the gear (like my 75 F model). I looked up the tail number for this plane and it shows it was serial number 680008. I wonder when the switch over to electric gear happened. The guy next to me in the hangar has a 67 but his has the J bar. Wonder if it was a J bar, the guy pulled the J bar back thinking it was like the flap lever on a Piper. What we viewed does have me wondering more about the specifics.

Just like my multiple failures on my Garmin GTN 650 -- ONCE WHILE ON AN IFR FLIGHT IN IMC. Nothing like being in the soup and realizing the $10k box you bought won't let you communicate... Now that is scary! Should have bought the Avidyne...

Thanks for joining the forum Andy. Amen brother! People who don't work with software/hardware combinations have no clue how this stuff works. And then to add in Garmin's propriety approach, it just makes solutions to a problem hard. You are going to love the Max. When we first powered it up, I could tell it was much visually much sharper but didn't realize the improvement in processor speed until I went flying with it. They added some nice features like the METARs on the MFD's nav page, the blue banana and fixed a few things like leaving the N number up on traffic.

For anyone that may be interested, “zack” listed in the article is based at my airport. He recently retired from United and is a former F16 jockey. He is their sales rep on the east coast. Great guy and has built at least 3 RVs himself. They have an RV parked here for demo rides. You should take him up on a ride if you have an interest in one. Sent from my iPhone using Tapatalk Pro

On an Aspen 2000 system, you can flip autopilot control from the PFD to the MFD when in reversion mode. This is done through a panel mounted switch. I think if you have the G3X controlling the autopilot and want to switch it to the Aspen, you would probably have difficulty since the G3X uses one of the GAD (43e?) to control an analog autopilot and the Aspen would require an EA-100 connected to do the control. The dual HSI feature of an Aspen 2000 was a big selling point for me. Even when not in reversion mode, the MFD has a built in HSI that I will either use to track a GPS overlay or a separate approach to the same runway. As for the flight director, I have the STEC flight director. It will display on both Aspens at the same time. Here is a shot of the MFD in reversion mode with the AP being controlled by the MFD. Sent from my iPad using Tapatalk Pro

I think it has something to do with the scaling of the runway on the display (150’ wide) and the fact I was still rolling to line up (the picture was taken from the iPad on the yoke). Sent from my iPad using Tapatalk Pro

I keep my Aspen databases current. Never seen an issue with being off the runway using SV. Sent from my iPhone using Tapatalk Pro

Don - I’m not familiar enough with who is controlling the autopilot, the G5 or G500 Txi. Any chance the G5 is causing this oscillation? Something is providing the GFC500 the attitude information. Wonder if the shop you’re working with can toss in another G5 (if it’s driving the AP). You need to start eliminating factors. It doesn’t looking like a binding issue or something with the airframe. I would expect a binding or tension issue to be erratic. Not rhythmic like this is. Sent from my iPad using Tapatalk Pro

Can anyone say GDPR? Wonder how long before the FAA restricts this data. Sent from my iPad using Tapatalk Pro

And don’t forget about the glory halo. Flying in western NY for years, it was always something I looked out for if I had to descend into the deck in the winter. Good indicator that moisture exists in the tops. Sent from my iPad using Tapatalk Pro

Thanks for the additional information. I have yet to make it to a Summit. And no, despite the belief of some, it has nothing to do with the logistics of transporting extremely large women. Two years ago I got pulled into a last minute international business trip and last year I was going to fly down with Danb while my cylinder was being replaced. Due to a health emergency we couldn’t travel. Unfortunately I am going to wait until I know my schedule will permit travel. On a related topic, I know this event is a major undertaking for setting up the venue, events and lining up speakers. It would be nice to see the event offered in different locations around the country. Either move this one around or offer smaller scale versions. There are a lot of Mooney owners in different pockets around the country I believe would participate if it was closer. Sent from my iPad using Tapatalk Pro

My 75F had just a master switch and no avionics master. If Yetti is correct, there was a radio master circuit breaker (this may have been a physical switch) And the relay is depicted in the schematic. What I found on my plane was that every radio had been wired to the master switch and I had to turn them all on and off before I started the plane. My first order of business was to have an avionics master installed with the appropriate relay. Sent from my iPad using Tapatalk Pro

My 1975 F does not have a relay like this. Nor did my F have an avionics master. Looking at the way it was installed and the location, my guess is that it is a relay for an avionics master. Do you have an avionics master? I would track the wires and see where they go. Sent from my iPad using Tapatalk Pro

You got that right! The wing walk shows no wear. The ribs beneath, maybe not so much...

You need to get in on the glass fever. Every avionics shop I have visited in the last 6 months all have a new sports car sitting in the employee parking lot. Just give the man the money!