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My son and I just started the journey of updating the panel on my 1970 C! I'm super excited to do this with him as he has been working for the last 18 months at my local airport as an apprentice to gain his A&P cert. We're both going to learn a lot. His boss, the local IA, has agreed to oversee, and sign off on the project. Going in: Dual G5's GNC255A GMA345 GI106A (backup-only for Nav2) JPI900 Cies fuel senders Aera 760 Going Out: Vac system Century HSI Intercom Original Engine gauges KI214 KX175B The KX165, the STEC30 and the GNX375 will stay. The pics will give you all an idea of where the panel was, where it's at, and where it's headed. This is the progress we made just this past weekend. Best, Tcal

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

Baffles me too but there must be a marketing reason behind it. You’re right about the challenges of panel planning. I’m still finalizing the order of my radio stack but one of the reasons I went with the GNX375 was because I wanted another modern WAAS navigator and also wanted to take advantage of an integrated transponder with ADS-B In.

That's going to be an amazing panel! As an aside, I don't understand why Garmin makes the GNX375 but doesn't offer transponder in either the GTN750 or 650 variants. Sure they have the remote transponder for the GTN as an option, but it makes panel planning hard.

Not sure If this helps... Nor am I familiar with the relationship between G5 and G3x display (other than I am guessing it's some CAN interface) to GFC500 autopilot connection. I have '67C 2 G5's and GNC255&355/GNX375 GFC500. I use to and quite regularly get the yellow "HDG" display indication this what would happen to me before the GFC 500 was installed. I had the 2 G5 configuration. where the HSI on take off on it's own it would revert to ADI display. you could manually change it back but this was a new failure to me. This told me that something is wrong and at the time I was planning on having the GFC500 installed. I had been getting the Yellow high lighted "HDG" indication since it was installed 2018. I had tried what Garmin prescribed to me in Late 2020 below before the A/P was installed with no avail. So I figured that during the A/P install that they would be going through the wiring catch what ever was wrong. As turn out after the GFC500 was installed the A/P would disconnect on it's own. So I took back to Avionics place they swapped the ADI with HSI A/P functioned correctly no A/P disconnects. So my original G5 ADI had intermittently failed. I could see failure in the G5 SD card log files. The avionics installer had the G5 ADI exchanged for me and I reconfigured the ADI/ HSI back to original configuration but the "new" G5 was failing as well. So Garmin sent me a reconditioned G5 unit that finally fixed it. until about 3 months ago the HSI was reverting to ADI on it's own again. This time no obvious trace in the G5 SD log file of the failure. The avionics installer updated the software but still no avail. the Avionics installer claimed that they open all the connectors reassembled them and re-calibrated magnetometer. No yellow "HDG" indication and no A/P disconnects so far all is good. So it seems like are there similar failures from the Pilot/human interface prospective but at the avionics end different issues causing the problem(s). A bit suspicious of Garmin's avionics spares inventory tracking and quality control ability. Having gone through it with G5 and I had similar go around with GNC355 TX gain setting issue that would dump when it was powered off. Once powered the GNC355 back on and then no one could hear me transmit. you wouldn't necessarily catch this issue depending on the airspace you fly in. I spoke with one of the engineer's he acknowledge that this was a known issue with the GNC355's but only "few" of the early S/N units. My dumb luck I had gone through two of them before it was finally resolved. I believe that there was a software fixed this. It sucks paying out all this money a not having trust and having reliability issues in our A/P's and avionics. I hope they find the source of them problem and find a solid fix for it. James'67C

Hi all, first post on here but I've been a lurker for awhile. I've got an early J model that landed gear up, acquired as salvage and I'm working with an I/A buddy to get it flying again. It needs lots of TLC but I enjoy a good project and have had a lot of fun with this so far - I enjoy working on airplanes almost as much as flying them. I'm a long time owner of a Cessna 140 so I have another way to get my flying fix in the meantime I've got most of the belly damage repaired and slowly putting stuff back together. Fabbed new skins and a couple belly formers. Still waiting on flap hinge stuff from Mooney. I'll attach a few pics, maybe start a bit of a project log as time allows. My main reason for posting is I need replacement nose gear doors. I can get new ones from Mooney but before I do that, just thought I'd check once more to see if anyone here has some they want to let go of. It's $1300ish per door new from Mooney, which actually isn't too bad considering salvage places are asking $1000ish for old ones and I haven't been able to find any in stock. Also will need some kind of ADSB solution eventually, I am leaning towards a GTX335 or similar. I plan to keep the steam gauges but would like a simple GPS so a GNX375 is also a consideration. So if anyone is pulling something like that out of a panel, keep me in mind Ok, thanks for reading!

The time has come to swap out my Century IIB - post total servo failure I'm about to pull the trigger on a GFC 500 install from a shop here in SoCal but wanted to make a post on MooneySpace to see if any of you had a line on a better deal. Parts quoted are about $14,000 + $10,000 (ish) in labor. Currently have dual GI-275s, gnx375, GNC 255, GMA 350c.... One shop said they can get me in house in 4-6 weeks. Awaiting their quote now. Any insight is always appreciated! 1XQ

While planning my upgrade, I had to ask many of the same questions. I went with: GTN 650xi GPS WAAS navigator plus NAV/COM GNX 375 GPS WAAS navigator plus transponder 10" G3x Touch PFD w / EIS 10" G3x Touch PFD/MFD GFC 500 Autopilot G5 backup GMA 345 audio panel Garmin remote comm - not sure of the number The only non-redundant hardware is radio based navigation. I wanted both the 10" screens of the G3x which reduced the real estate options for radios. I went with the 650xi and the GNX375. The 650 is primary and the flight plans automatically cross-fill to the GNX375. If the 650 fails the 375 will take over GPS navigation. So I have dual everything except radio navigation. My reasoning was that with VOR's being removed from service, the redundancy in radio navigation wasn't worth the expense. Technically I have 3 GPS navigators but the G3x isn't certified for IFR use. As far as compatibility with other brands of equipment; it was a non-issue as I went with all Garmin. I previously had a G500 and it was a good piece of hardware, I find the G3x to be just as good and it is engineered to integrate with the GFC500 autopilot. I am not suggesting that other options and possibilities aren't as good, but I couldn't be happier with my setup. Get what YOU want, since you are the one who has to be happy with it....and pay for it. As a side note on radio based navigation - on the way home from MooneyMax yesterday, I heard two requests for VOR practice approaches and the controller told them the only way they could fly them is if they had a GPS that would shoot the approach using the VOR overlay......because the VOR's were no longer active.

I was just primarily thinking of the GTN programming, direct-to/course-to, holds, etc. So could probably do what I was talking about through either the PC Garmin Aviation Trainer or the iPad GTN trainer. I went to the TXi/Xi garmin onsite course, and probably most of what they taught could be replicated with the PC GAT, given that loading approaches, departures, arrivals, building flight plans, course-to, direct-to, etc are all done through the GTN. For the PC GAT, you can choose from G500 TXi, GDU 620 (G500 legacy), GPS 175/GNC355/GNX375, GTN 750/650, GTN 750/650Xi. I think that would capture quite a bit of the Garmin side of modern upgrades. Of course doesn't include GNS430/530, and I'm surprised that they don't include the G3X with the PC GAT for flight display.

Coming out of an extensive Annual and IRAN with (South Tec Aero and Watson Aero). All discrepancies are fixed (even non airworthy). ~2200 hours TTAF 1046 useful load ~100TSOH - 0 since IRAN - currently coming back from an engine IRAN (Watson Aero) to new limits (getting a new case + cylinders + overhauled crank + new pistons, etc) - Overhauled mag - Overhauled alternator -Overhauled prop governor -Overhauled oil cooler -New oil lines -Overhauled voltage regulator ~100 hours on the prop since new New Avionics Panel (2023) -Dual G3x Touch (EIS and traffic on both displays) -Garmin GNX375 with ADSB-in/out - Garmin GFC500 AP -Garmin G5 -Garmin EIS with a full sensor suite -Garmin GMA-245R Remote audio panel -Dual GTR 20 remote comm -Dual Bose LEMO Plugs -Dual USB charging built in (USB-C + USB-A) -Garmin GAP-26 AOA sensor -CIES Digital Fuel senders -Replaced rocker switches Mods / STCs -Precise flight speed brakes -Whelen LED taxi and landing lights -GAMI fuel injectors Paint is 5/10. Shiny, but chipping mostly around rivet heads Interior is 6/10. New carpets just installed with annual. Seats need recovering Full set of covers in good shape (Bruce) Extensive misc maintenance -New brake pads and rotors (black metal) + flushed / replaced brake fluid -Master + slave brake cylinders completely rebuilt -New cabin and baggage door seals -New Battery (2022) -New Engine mounts (2022) More pictures and info to come. I am sure I am missing something. I plan on finishing the engine and flying a bit before selling.

The upgrade creep is real. Step 1: Start with a gps175 and a G5. Step 2: Move to a gps175 and 2 G5's. Step 3: Might as well do a GNX375 and 2 G5's. Step 4: Actually the GI275s offer way more so GNX375 and 2 GI275s Step 5: A gtn would actually be better than the GNX/GPS series So now 2 GI275s, a GTN650, and a GTX345. Step 6: I actually would prefer a larger screen so a 2 GI275s, a GTN750, and a GTX345. ... ... Second last Step: Think to yourself, "what type of moron would spend all that money on this equipment, All I wanted was a damn WAAS GPS." Last Step: Spend "all that money." Ask me how I know.

That would be a GNX375. https://www.garmin.com/en-US/p/577174

Does the plane have ADS-B OUT? There will come a time you may really need it and it will become an issue if you don't already have ADS-B Out. So maybe a GNX375 instead of the GPS175. And I'd seriously consider looking at the GI275 over the G5. Much more robust and capable unit. EDIT: Corrected my GTX375 to the correct GNX375 (Thanks @LANCECASPER)

Had a brand new all Garmin panel installed including all Txi including the G500, KI275, GTN750, GNX375, new Carbon Fiber panel, new lighting, keyless start, chargers for ipad, iphone, preserved Stormscope, and more. My question is the cabin lights which worked fine before the install now inop for the 4 cabin lights (not the baggage compartment lights). Where would I began looking for this problem. The rear baggage compartment lights still work fine

I have GNC255(Nav/Com), GNC355(GPS/COM), GNX375(GPS/XPDNR), GFC500 (Autopilot) and working on my instrument training. I finally figured out what works for me. I set the GNC355 to the Flight Plan page (Gives me DTK ETE Dist to the waypt in a tabular format) and then set my GNX375 as my GPS moving map which gives me a 2nd CDI (GPS Pink needle) and dist to destination airport and another 4 field that I can configured dist to destination, Xtke,2 other fields that escape me at the moment. I am curious to know if the GTN 650/750 or Avidyne 440/540/550 have a 4th column in flight plan page have an option for wpt Altitude for the flight plan page? Thanks, James '67C

I just an instrument student, and thought that you guys that have been flying instruments for a while found do more with less fields. Personally I have 8 but it takes GNC355 and GNX375 (2) 2 " navigator to achieve 8 fields. I get a bit annoyed when have to go missed approach pops up and covers the lower part of screen covering 2 fields.

GNX375 if going IFR,

My Birdy, except for a different panel layout and transponder, was equipped the same. she's since been upgraded with a gns480, 2xG5 and pma8000g audio panel. do it all over again i'd go gnx375 and g5's and be satisfied with localizer approaches. Truth is, the few time's i've needed precision like capability, the runways didn't have ILS. problem i found was with the radios, the mx/kx170bs don't directly support ILS and the necc component the king ki-214 is almost unobtainable meaning if you want ILS and LPV you might as well go full on gps/nav/comm.

I was in a similar circumstance to you a few years ago. I had a nice well maintained 1982 vintage 231 in great shape but with a panel that had been upgraded several times over the years with a variety of different brands of equipment. I chose to go with Garmin and have absolutely no regrets with a little over 100 hours flying with the new equipment. Other than potential cost savings, I don't understand why you wouldn't want to choose a suite of products that were DESIGNED to integrate together, rather than piece stuff together and hope it works. I went with (2)G3x for the display, a G5, GTN650xi, GNX375 and a GFC500 autopilot and a few other gadgets. Everything works great together. My flight plan automatically cross fills to the GNX375, and I have functional VNAV capability which is quite convenient. There is no functionality issues due to incompatible equipment.

My vote would be for a GNX375 - combined GPS transponder. Start with a low cost insta and a standalone, save up for G5's or GI275 later? Remove and sell the DME and KT76A.

looking at your panel you look pretty good, a 175 and a new G5/ GI-275 sill set you up nicely. I believe the CDI you have would be compatible btw. as you have 2x nav/comms already you could even go a gnx375 for adsb-in(i'd probably do this ) keep the dme, mine saved me on my checkride. DPE failed my gps, asked what i would do now, expecting me to start timing. instead, i just pointed at the DME, landed the plane and walked away IR rated.

I will be sorry to see this go. Very good flying airplane, nice IFR platform, good cross country flyer. Upgraded it to where I wanted it. Have flown nearly 400 hours in the last 3 years. Will be for sale by Jimmy Garrison at GMAX - 2108721110 - jimmy@allamericanaircraft.com - gmaxamericanaircraft.com times will increase as still flying. 1966 Mooney M20E 3600.1 ttaf 746.1 smoh (400 hrs last 3 yrs) 531.3 snew Hartzell Top Prop Mooney 201 windshield cowl closure aileron gap seals flap gap seals flap hinge covers 231 enclosed wingtips with LED nav/strobe lights LED tail nav/strobe light alternator/digital voltage regulator skytech starter electric autostep stc precise flight electric speed brakes removed vacuum pump O&N fuel bladders (54+gallons) leather seats (pilot/copilot seats reupholstered 2023) mags overhauled 2022 new goodyear tires 2022 G100UL stc GI275 ADI GI275 HSI both with synthetic vision GMA345 audio panel with bluetooth GNX375 touchscreen GPS and ADSB in/out transponder with bluetooth KX155 nav/com w/gs KX155 nav/com w/o gs JPI 730 engine monitor with fuel flow GFC 500 autopilot with pitch trim servo 848 lb useful load last annual 6/2023 last pitot/static 2/2024 prop strike 2011 - engine iran and new prop

I believe all that it needs is just a GPS source. I wouldn't spend the money to install anything but a currently sold WAAS GPS. (If you're starting from scratch it costs just as much in labor to install an older 430/530, which is on its way out of being supported.) The Garmin 175 (WAAS GPS), the Garmin GNC 355 (WAAS GPS/COM), Garmin GNX375 (WAAS GPS/ADS-S in/out Transponder) should also work.

1) GNX375 2) That's really good to know, I see a lot of different panels which have the G5s either slightly left or right of centre and I've always wondered how noticeable it is. 3) The radios in the picture are not exact representations of what we have in the plane, best we could find in that builder. But definitely as actual units get finalized we'll be measuring that out. 4) I'd really love an SL30, I have the SL40 in a different plane that's VFR only and it's great. They are worth a lot on the used market though. Maybe something to consider once the "ouch" of the autopilot bill fades. Another big consideration for us is what we want to add in the future, without cutting a new panel again in 2-3 years. But it's really hard to decide how to cut a panel within a budget, while also thinking what you want to put in that spot later! I guess that's the real challenge for everyone. I really like the 275 EIS in the future because it will fit into existing space. The PAR200B audio panel from PS Engineering also looks great by combining two units and relieving space issues in the centre stack. Regarding the AP on top of the stack, I also fly King Airs as a day job that have been retrofitted with the G1000 and all of them have their AP on top. I guess it's what I'm used to. The older, steam gauge planes had their AP down in between the seats on a pedestal and you always have to look down to change a setting.

The transponder is in the GNX375, the GPS in the centre stack. Honestly the only reason we considered the ignition on the bottom is because it's on top right now, and the key chain always hangs in front of the VSI... not really a big deal I guess? If the positions were reversible, the key chain would hang lower down out of the way. Or just ditch that and have a single key works too!