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I'm a week out from dropping off my 1989 J model to start its panel upgrade. The before picture is below; I'll have a separate post in a few weeks in the Classified section for anyone interested in legacy equipment that's being removed. I plan to post updates as the avionics shop makes progress. The project includes GFC500, G500TXi, GI275 backup, GI275 EIS, GTN650Xi, GNX375, GTR205, yoke Aera 760, Carling switches, Cies senders, LHS, and LED nav/strobe. Many thanks to @donkaye @shawnd @Lois @201 RedTail for sharing their panel experiences and providing advice during the planning stage. John

@Danb I'm dealing with this now. I'm into week 6 and still not a definite ETA. List is small and only has minor squawks (tighten this, adjust that), and this is probably my most simple annual yet. Only parts to wait for were GFC500 servos that I was getting warranty exchange for (my pitch servo crapped out) and asked if that would delay annual if we did it on drop off; told Garmin says it takes ~2 days to ship new ones and we can easily get it done before the annual is done. My last 3 annuals have taken 3-4 weeks; first one was the first time they inspected my mooney; one of these I replaced baffles; one of these I did a 500hr IRAN mag and installed a SureFly. I think the Mooney is seeing more back burner time because there are more airplanes than humans fixing them. I suspect that unfortunately there isn't a solution, I just wish my shop communicated delays better so I had a clear expectation of when to expect communication and what to plan for. This year I still haven't even received a cost estimate or ETA at all. Needless to say I'm as frustrated as you are. But I'm perpetually wondering if the grass is greener on the other side...I suspect it also has just as many weeds...or is that cobwebs? I'm guessing that as GA contracts, more people going through A&P school take jobs working on the commercial aviation side. I'm still trying to figure out how we set up a Concierge service like Mike Busch has talked about. I think the leverage would be a single A&P working on a small group of planes with a membership...unfortunately I suspect that would be better served with an A&P who's winding down, rather than just getting started and would potentially come with enough insecurity that it'd be hard to find and replicate. I'm thinking that the only way to control how long it takes is by moving to owner assisted maintenance with an available and accommodating A&P/IA.

For those of you with the GFC500 AP, how many of you have already had to replace the servos with Mod1 servos? If you haven't had issues (but have affected SN servos), when are you planning on getting the servos replaced...do you replace them now, towards the end of the warranty period, or a specific time in between? From the service bulletin you have until 5/4/2028 to have these replaced under warranty. https://support.garmin.com/en-US/?faq=y ... iNr8uLLUA6 GSA28 extended warranty service bulletin info link if you need it. From Garmin FAQ: How will my Warranty be impacted? The standard warranty applies after the exchange of the servos. 6 months after the exchange OR the balance of your existing 2-year warranty applies, whichever is longer.

Upgrade complete! Flew her home today and couldn't be more impressed with the new capabilities. I'll need to spend some time figuring out which display pages I'll use most of the time to provide the best mix of functionality and awareness from the G500TXi, the Gi 275s, the GTN, the GNX and the Aera. The GFC500 is amazing, and for me, the yaw dampener noticeably helps with turbulence even in a mid-body Mooney. Can't wait for my first long cross country.

Yes, I’d love to see this. I had an actual aircraft appraiser create a report for an avionics upgrade. That was 3 years ago and it came in at 408k. Info used for 2022 appraisal: 1998 M20R 29-0135 AFTT 2600 Engine 300 Factory Reman Prop 70 Since New 310HP TKS FIKI G500Txi (10”PFD & 7”MFD) GTN750Xi GTN650Xi GI275 EIS GI275 SBY ADI GFC500 w/YD PMA 450b GTX345 All LED exterior lights except beacon LED glare shield lights w/new dimmers Artex 406ELT Oxygen System USB(3)/Lemo plugs(4) Recent Weep-no-more reseal Painted 2012

I know there’s a million page thread out there on this, but since Garmin released the gain addendum to supposedly correct this issue, what’s everyone’s result? I have found very little change. Everything works great on my AP except climbing through turbulence in ias mode. It will chase the speed by 10 knots. If bumpy, I initially climb in VSP. I had my avionics guys update the gain ad per the Garmin SB. No noticeable change.

Hi guys. We are planning our panel makeover for our M20C. With our GFC500, we are trying to decide if we should add a yaw damper. Is it worth it? Does it hold rudder in on climb-out? If someone could let me know that’d be great. Thanks!

Will they all play nicely together? Looking at finishing out instrument and trying to decide on best panel upgrades for ifr flying. Really like the ifd540 along with ease of replacing the g530w with it. That may be fine to get me where I want with the existing kap 150 and associated AI and hsi. I spoiled myself though and flew with g1000 for a while and going to ne hard to go back.

Only certified altimeters must be checked and adjusted. That does not include Garmin G5s, the G5 instrument is not certified for use as a primary altimeter (which makes the fact you can run a GFC500 from it a curious quirk). The GI-275 is certified primary, not sure about Aspen and L3 systems. That said, if you own G5s, you may wish to pay the shop to calibrate them anyway, just to avoid the annoyance of having multiple altimeters in your airplane read substantially different. It's been my experience across about a half dozen different data points, that an uncalibrated G5 altimeter will read 50-100' high vs. field elevation, at least at the 5000-ish foot altitudes of the local airports where I fly. This error is in the "dangerous" direction, and on a precision approach, it could result in you descending as much as 100' below minimums.

Hello fellow mooniacs! After many enjoyable flights and a couple of new ratings with my M20C, it's time to say goodbye - selling to get a bigger plane for the growing family. I found this M20C here in the forum - it treated me very well and introduced me to aircraft ownership. Fast, reliable, and inexpensive to maintain and operate, I hope it finds a good nest. Now priced at 74k USD OBO. More details and photos below. All logs since new available on request. ////////////////////// Meticulously maintained Mooney M20C Mark 21 for sale. Mechanically sound and updated with everything buyers want in a Mooney of this vintage. Upgraded avionics featuring dual G5s, 430W GPS, JPI 730 Engine monitor, and more! Turn key airplane, frequently flown. It has the original paint, showing its age. Interior is clean and has no tears. Airframe TT: 6500 hours (consistently flown throughout its life - corrosion free!) March 2024 Annual - 45 hours flown last 12 months Lycoming O-360 with 1390 SMOH by Penn Yann in 2005 (All compressions over 76 in last annual) Sensenich B Hubbed Propeller (No recurring AD) 850 SPOH in 2015 O&N Fuel Bladders - 54 Gallons Garmin GNS430W GPS Dual Garmin G5 displays Garmin GNC225 Garmin GL106B CDI Garmin GTX330ES transponder PS Engineering PMA6000B audio panel JPI 730 Engine Analyser (CHT/EGT/OAT/Carb Temp/Fuel Flow) Pre-wired for Garmin GFC500 AP Whelen LED landing, nav and strobe lights Brand new Concord RG-35AXC battery Weldon Fuel Pump PlanerPower Alternator Conversion New shock-discs in 2021 New glass in 2023 LASAR speed mods

Garmin supply a list of the parts you need to install a GFC500 in your plane. These are standard hardware items, nothing special, but you will struggle to find them all in one place and end up spending hours finding them and pay many times more than they cost for shipping. I've done the homework and ordered from reputable suppliers, let me know if you want a set. If you have a KFC150 or 200, you are allowed to use most of the roll servo components and do not need new pulleys. I also have a surplus Garmin 'roll servo install kit'. This will allow you to get a head start on the roll installation, it is probably the most tedious part of the M20K installation. Make sure your installer is on board with all of the above, some shops don't like you bringing the steak and asking them to grill it for you. Aerodon

Going to have to agree with @donkaye, MCFI. While the G1000 is a fine and capable system, it's getting a little dated. I fly a lot of IFR and would absolutely not buy one without WAAS. I know that there are folks that don't fly the same profile as I do and to whom WAAS capability is not critical. I have all the latest avionics in mine G3X, 345, 750, GFC500 remote audio panel etc etc. and I couldn't be happier. And even my 4-year-old panel is not state of the art anymore! My 750 has been superseded by the 705Xi.....I love having the ability to upgrade if I want to (although 750 to 750xi is not a priority). Whatever you get - its a Mooney and you'll love it! Good Luck!

I've had the trim servo go out twice on my GFC500 since it was installed in 2020. Replaced both times by Garmin under warranty, the last time with all the rest of the servos too. Supposedly new part design fixed it. Last week I was shooting a night approach, coupled. Got a trim flag warning from the AP, and then when I deployed the third notch of flaps, the plane started to drop below glideslope. Kicked the autopilot off, found the plane out of trim nose down. When to turn the trim wheel, found the loose passenger seatbelt had wedged itself in there and made it hard to turn. Could still spin it but the resistance was apparently enough to overcome the autopilot servos. Note to self - secure the passenger seatbelt when flying solo. The autopilot is a great tool but I would not be happy flying around uncertain if I could hand fly any approach. If I ever felt that way I would seek more training.

I am new in this forums so my apologies if this is not the right place for this post: I am doing an upgrade to GFC500 and I have a complete working condition (as far as I can tested) Britain B6 autopilot with: -Positive Control Servos ,Adj.TC, and 3position yoke switch ( engage, disengaged and press to turn) -Pitch control -control unit with all it’s control boxes -Altitude Hold and Auxiliary Electric Vacuum pump installed besides the battery accepting offers.text (239) 440-1439 thank you Pedro N9414V-M20F 1970 (

Are you sure it is the cabin speaker and not one of the sonalerts right next to it? As far as I know, the GFC500 can be setup to use either an unswitched input on the audio panel or a sonalert? Aerodon

Hi all, I just got my 1978J with IO-360-A3B6 back from a full panel upgrade - G3X, GTN650xi, GNC355, GFC500, etc. I'm really enjoying all of the data from the EIS system. One thing I have noticed is that my fuel pressure seems to fluctuate up and down in cruise, with no other changes being made. Is this normal? Is this a sign of something I should investigate? I did not have an engine analyzer prior to this upgrade so my benchmark was a needle on an analog gauge. Attached is a screen cap from my Fly Garmin logbook. When I do a delta analysis on Savvy over a 30 minute period it shows about a 1.9psi difference average. Any groupthink is always appreciated! Blaine

1) The spring latch thingamajiggy on my oil door ('75F) looks like there's a broken piece. I'm poking around McFarlane but didn't see it initially. Has anyone repaired or replaced one of these? 2) I have an Aspen/GTN650 and the rest are steam gauges. If I add a G5, can I connect the 650 to both the aspen and G5? I'm wondering if I add the G5 now with the plans to eventually add the GFC500 autopilot down the road. Also, if I add the G5, can I legally get rid of some of the steam gauges and fly with the Aspen/G5 combo? I'm not the biggest G5 fan but I know garmin/aspen compatibility is limited at this time. Thanks!

Do you have a GFC500?

I honestly can’t remember why I went with the GI275 vs the G5. Talked to Garmin. Talked to Maxwell. End result was the GI275 driving the GFC500. No problems. Very happy with GFC 500 and its integration with the GI275 and the G500 TXi…..GTN 750.

Field approvals happen all the time. Our local FSDO has been encouraging them, and I've heard that from reps from other FSDOs as well. The older G1000s are not well supported as evidenced by the difficulty of adding WAAS. I fly fairly regularly behind various G1000 systems including old stuff and newer NXi stuff, and compared to the newer stuff like the G3X I find the user interface of the G1000 extremely clunky. Some who use both find the GFC500 to be a much better autopilot than the GFC700. I totally understand somebody wanting to upgrade from an older G1000 to a newer system, whatever it might be.

Hi Mooniacs. A nearby avionics shop is installing a GFC500 and a pair of GI275s in my plane this week. The shop is making a small plate to mount the 275s and I've asked them to try to find paint that matches the light gray panel color in my Ovation. The shop is having trouble finding a match or any information about that light gray color. Do you know if there is a published list of colors that Mooney used on factory panels?

interesting. I might have to look into that eventually. I have about 25 hours in my new plane and it's had g3x/gfc500 for 2.5 years. I had my first disconnect yesterday. Looking at the logs, got the "Fail / System not useable" code. Only thing I noticed was the YD was at like 33 torque for a while before the disconnect. During the disconnect, the YD stayed engaged. I manually disengaged, then re-engaged and the YD went down to like ~7 and everything worked fine for the rest of the flight. Logs show good gps and attitude. As this happened, I was on departure, full power, 120kias climb. I probably had a weak right foot... could that be making the YD work harder and cause a disconnect? And if so, why would the YD remain engaged? @PT20J do you still get a random disconnect from time to time?

Yes the Final will be interesting. There are a few issues, some that you have raised, that are troubling. "Did they brief the weather?" It may be that there were two (2) pilots, one a CFII, who could have been staying aware of the weather The plane has the latest fully integrated Garmin flat panel feeding them WX along the way If there were two (2) pilots, then that can really reduce workload. I think the owner/dad (non-Instrument) was 46 and the grand-dad/CFII/ATP (if on the plane) was 74. Who was PF and who was PIC? The voice on ATC talking for N7036V sounded older - granddad may have been working the radio. If there were two (2) pilots on board, why didn't one, especially an experienced ATP/CFII, ask ATC for more WX briefs or for PIREPS on the route? If there were two (2) pilots on board, why didn't one talk to ATC when things started deteriorating? There is an interesting CRM issue when a pilot flies with his father who is also a pilot/ATP/CFII. Does the son naturally tend to defer to the father in times of stress for better or worse? This plane had a fully integrated up to date Garmin flat panel with all the bells and whistles expect "AutoLand".. "New Custom Garmin Panel by JA Air Center including: Garmin GMA345 audio panel Garmin G3X 10” PFD/MFD Garmin GTN650TXI Garmin Safe Glide Garmin EIS system CiES Fuel Senders Garmin G5 Garmin GFC500 – autopilot w/ R,P,T Garmin GTX345ADSB Garmin GNC255A Nav/Com Garmin GAE12 Encoder Garmin USB" The listing mentioned "Safe Glide" but I think they meant Smart Glide. It had Electronic Stability and Protection (Garmin ESP™) to help prevent loss of control https://www.garmin.com/en-US/newsroom/press-release/aviation/garmin-smart-glide-now-available-for-the-g3x-touch-flight-display-and-g5-electronic-flight-instrument-for-certified-aircraft/ https://discover.garmin.com/en-US/autonomi/#esp So why would they fly into a cell and why would it lose control due to convection if not in a cell? I wouldn't be surprised if an ambulance chasing aviation lawyer gets to the family before the Final and slaps Garmin and JA Air Center with huge lawsuits.

I noticed that the ADSB showed his FMS set for 7,000 ft and 78-degree heading. I suspected that he had a modern digital autopilot for ADSB to receive that information but the 2019 Aircraft.com listing did not show anything but a legacy panel with a GNS-430W and a Apollo GX50 autopilot. However, I found a newer listing (probably 2022-23) with a new panel and a GFC500 (it was listed as "7026V" instead of N7026V). 7026V | 1976 MOONEY M20F on Aircraft.com It shows: "New Custom Garmin Panel by JA Air Center including: Garmin GMA345 audio panel Garmin G3X 10” PFD/MFD Garmin GTN650TXI Garmin Safe Glide Garmin EIS system CiES Fuel Senders Garmin G5 Garmin GFC500 – autopilot w/ R,P,T Garmin GTX345ADSB Garmin GNC255A Nav/Com Garmin GAE12 Encoder Garmin USB" I suspect the pilot was relying heavily on the Garmin autopilot (maybe exclusively if it was the LLC owner who is not Instrument rated per FAA Airman). I am simply speculating that it was icing with a power-on stall. If he was in the clag he may not have noticed the thickness or effect of the ice - as the plane labored to lift and the autopilot continued to pitch up to maintain altitude until it broke and stalled. He wound up going the other direction and mainly down. That happened twice but the plane may have been shedding control surfaces before the second 180. Just an opinion..... New Panel (2022 or 2023) Old Panel (2019)

All good questions and points. Only two radios. Below the GTN will be a GNX375 for a combo XPDR and GPS#2; the second radio is the GTR205. Looks like the last drawing wasn't clear on those components. Question about the Smart Glide: In a scenario where the pilot was incapacitated but the airplane was just fine, what kind of flight path would you get if a non-pilot passenger activated Smart Glide with the GFC500 engaged? If the engine was turning at 2500 RPM would Smart Glide still want to establish an IAS descent to the nearest airport? The avionics shop has been working with the panel folks to get the GDU as high as possible but I agree with you...it looks like it might be able to go a little higher. I'll revisit that question. The bottom GI275 is the EIS. I wanted a GI275 for engine data because other aircraft I fly have 275 EIS and I liked the commonality to process data more consistently when I move between platforms. I was surprised there wasn't a huge difference in price between a stand alone GI275 EIS versus adding the EIS to the GDU.