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Airframe: 7,560 hours total time Engine: IO-360-A3B6 (separate mags). 30 hours since top overhaul (Feb 2024, overhauled cylinders, new pistons and rings). 1,400 hours since new (installed in 2000). 1,003 lb useful load. 2,900 lb max gross. Fuel tanks resealed by Weep No More in 2016. LED landing, strobe, Nav and recognition lights Avionics: Avidyne IFD 440. L3 Lynx ADS-B in/out with diversity and Active Traffic. Century 2000 autopilot. uAvionix AV-30C AI. JPI900 engine monitor. Insight Strikefinder. Copilot brakes. Maintained by an MSC for the last 19 years. Location: CZBA - Burlington, Ontario Canada Asking US$129,000

Received email today about the STC for tailbeaconX. Can any expert out there explain to me why this one needs a control head while the original tailbeacon does not need one? Yves

Anyone ever seen a pic of an Uavionix AV-MAG mounted outboard in a wing? Curious whether it's mounted directly to a rib or requires a bracket? I believe it's smaller than the Garmin magnetometer. Thanks.

More likely ADS-B and ADS-B fixation CAUSED this accident. People who don't understand what the system is and what it does are part of the problem. There was a radio call telling them where the other aircraft was. So they decided to keep flying towards danger and one person decided to stop looking outside and look at his iPad instead. And as @Hank says, ADS-B was not designed as a safety tool, it was a cost mitigation tool for the FAA so they could decomission some RADAR facilities. If they had wanted to mandate mid-air collision avoidance systems in aircraft, they would have mandated TCAS installs. Now don't get me wrong (although I expect you will anyway). ADS-B can provide some additional safety if used correctly. But this was not a correct use of it. Wow, it's amazing how almost everything you say is completely wrong. #1: I'm sorry, but you are the one that fails to understand the capabilities and limitations of the system, as well as mis-understanding the circumstances around this accident despite it being clear in the NTSB reports. #2: No, the pilot best positioned to see the Swift airplane was looking down at his iPad. #3: No, you are wrong again. If it matters, the airplane I fly most has ADS-B: (GTX-345R, 1090es out and 1090es and 978UAT in) and displays traffic on my G500, GTN-750, and iPad. The other airplane I fly frequently has ADS-B as well: out (uAvionix Trailbeacon 978 UAT) and in (Stratux, 1090es and 978 UAT) #4: What part of "the increase in safety by spending the same amount of money on other equipment would be higher than if we spent that money on additional ADS-B" is not coherent or logical? And as I addressed in (3), you are wrong about my personal choices on equipment. I'll also ask you to provide some substantive information to back up your claim I misused the system. The same with your statement on my impact on safety. Feel free to come to my home airport (2S0) and ask around to other pilots about what they think my impact on GA safety is.

Sorry for bringing this thread from the dead, but my question is similar to above. So I decide to keep this topi contained in one thread. Background: My belly strobe is on the last leg. I have installed wingtip Uavionix SkyBeacon (ADSB-Out/Nav Light/Strobe) that has strobe capability, but not connected. Plan: I thought that I should install Uavionix SkySensor (ADSB-IN/Nav Light/Strobe) on the another wingtip, and wire both wingtip Uavionix devices' strobe lights to the now defunct beacon breaker/switch. Once done, the belly beacon will be removed. Regs: It seems that regs only require one anti-collision device (beacon or strobes) for post-1996 installation. Questions: 1. Is this legal? 2. Will AP/IA signature suffice for this kind of the alteration?

Leading Edge Aero, LLC is proud to present this 1962 Mooney M20C to the used aircraft market. No expense has been spared in the effort to maintain the solid mechanical performance of this airframe. The low-time engine runs exceptionally smooth, and firewall-forward hoses were replaced at its March 2024 annual inspection. The logbooks are all continuous from the factory test flight. The interior is dated, but in very good condition considering its age. The paint is in good condition, it has lost some of its gloss since its paint job in 1975, but there are very limited cracks and chips. The panel is all steam, with a Terra NAV/COMM system. This airplane is the perfect platform for a VFR flyer wanting to upgrade to a fast, fuel efficient, cross-country machine. The times will change as the aircraft flies regularly. Contact Jack Gavin at Jack@LeadingEdgeAero.cloud or (989) 948-2046 for more information. Asking price is negotiable, $50,000.00. Equipment: • Airmarc Model 288 • Bendix/King KN64 (unknown condition) • Terra TX760D • Terra TN200D w/ Remote CDI • Terra TXN960 w/ Integrated CDI • Bendix/King KT78A • Monroy ATD-300 Traffic-Watch • JPI EDM-700 Engine Monitor • uAvionix Tailbeacon • Two-place intercom with hardwired co-pilot headset jacks. • New firewall-forward hoses (March 2024) • Bladder-type fuel tanks, no leaks. • One-piece windshield • Cylinder Plenum • LASAR flap gap seals and wheel well liners • LED landing light Conditions: Paint: 7/10 Interior: 7/10 Avionics: 4/10 Times: Airframe: 3,277.02 Engine: 268.94 Propeller: 268.94 Damage History: This aircraft suffered an engine failure in 1975 leading to a forced landing with the left wing and landing gear taking damage. The repairs were very high quality and are well documented in the aircraft maintenance logbooks and 337s. There is some minor "hangar-rash" on the trailing edge of the RH flap, the damage has been deemed negligible.

I think the Uavionix products are acceptable with the addition of a magnetometer which I think is still in the approval process for certified planes. So maybe not quite ready for prime time but getting close. I did two GI275s and they are great. I like that two of them replaces the entire 6 pack. The AV30 and G5 you only get to replace 2 instruments and have to keep the other 4 legacy instruments. I like the idea of getting rid of things that have to be maintained. I did keep my airspeed indicator but got rid of the others and created room for a panel mounted I phone max that I display foreflight on.

I sent in the Darters tail beacon to uAvionix because it was not transmitting elevation The email came back to say the lens was cracked with "moisture residue present" and that a replacement was needed. My first impression was one of puzzlement. I had that unit in my hand, took many pictures and I would think I would have noticed a crack in the lens. About $600 dollars later and the unit is being shipped back. I'm not sure yet if they are replacing the lens or just swapping out the whole unit. How convenient is still my thinking. What can I do though? Nothing.

Leading Edge Aero, LLC is proud to present this 1962 Mooney M20C to the used aircraft market. No expense has been spared in the effort to maintain the solid mechanical performance of this airframe. The low-time engine runs exceptionally smooth, and firewall-forward hoses were replaced at its March 2024 annual inspection. The logbooks are all continuous from the factory test flight. The interior is dated, but in very good condition considering its age. The paint is in good condition, it has lost some of its gloss since its paint job in 1975, but there are very limited cracks and chips. The panel is all steam, with a Terra NAV/COMM system. This airplane is the perfect platform for a VFR flyer wanting to upgrade to a fast, fuel efficient, cross-country machine. The times will change as the aircraft flies regularly. Contact Jack Gavin at Jack@LeadingEdgeAero.cloud or (989) 948-2046 for more information. Asking price is firm, $55,000.00. Equipment: • Airmarc Model 288 • Bendix/King KN64 (unknown condition) • Terra TX760D • Terra TN200D w/ Remote CDI • Terra TXN960 w/ Integrated CDI • Bendix/King KT78A • Monroy ATD-300 Traffic-Watch • JPI EDM-700 Engine Monitor • uAvionix Tailbeacon • Two-place intercom with hardwired co-pilot headset jacks. • New firewall-forward hoses (March 2024) • Bladder-type fuel tanks, no leaks. • One-piece windshield • Cylinder Plenum • LASAR flap gap seals and wheel well liners • LED landing light Conditions: Paint: 7/10 Interior: 7/10 Avionics: 4/10 Times: Airframe: 3,269.02 Engine: 260.94 Propeller: 260.94 Damage History: This aircraft suffered an engine failure in 1975 leading to a forced landing with the left wing and landing gear taking damage. The repairs were very high quality and are well documented in the aircraft maintenance logbooks and 337s. There is some minor "hangar-rash" on the trailing edge of the RH flap, the damage has been deemed negligible.

ATC might see it, but it also depends on how it was configured during the installation. Per the uAvionix manual, there is an anonymous mode when squawking 1200 but it has to be configured that way.

One more data point: I have a uAvionix TailBeacon and have used it in its 'out of the box' configuration. Here in southern California I have been called in the blind by ATC using my N number while squawking 1200 (i.e. NOT on flight following, just 'monitoring' appoach); so, yeah, they see it.

My panel is coming together and I should be test flying hopefully next Friday after the W&B and fuel calibration is completed. The panel is all Garmin except for the EIS which was a retained EI CGR 30 Combo and I added the skid ball and a uAvionix AV-20S. The two holes on the right will be blanks. Cheers

No further contact from Duncan or BK since the initial email asking for an IPC for the airplane. They offered no alternate plans. Previous dealings with them indicate a history of pushing off any “issues” and liabilities to the shop being used. Disappointing to say the least. I get it, partially. Not a lot of profit made on this unit but I would pay a grand more if the unit was better supported. On a side note, the Uavionix products are very reasonably priced, preform better over time, probably not a lot of profit there either but every single dealing I’ve had with them has been exemplary. Installing the STC’d AVLink and AVMag now. I wish they did an autopilot…

Looking at the uavionix site, they say that the tailbeacon is not a strobe (I think some of the wingtip versions are). https://uavionix.com/products/tailbeacon/

I believe the tail beacon is just a position light and not a strobe. (https://uavionix.com/products/tailbeacon/) Just make sure you don't connect your strobe power to it or you will blow the device. This also give you an opportunity to remove the strobe power supply and save a pound or two. (I believe you have a separate tail strobe power supply under the inspection panel below the pilot side horizontal stabilizer.)

FS: items listed below are posted here first with prices at the bottom end of the eBay distributions, what doesn't sell here will get posted there. Feel free to make offers or suggest combos/trade deals (I could use a good KX 155, ANR headset, pilot side electric speed brake, etc.). All items in Jacksonville, FL 32207. All items came with my plane when I bought it last year. One of the radios, the tailBeacon, and the transponder were installed at that time. KX 155 28 V w/GS, PN: 069-1024-05, (tested by Bragg Avionics, "Com Rx weak, scratchy"), my pirep: com is intermittent, display is good, Price: $450sold for asking price KX 155 28 V w/GS, PN: 069-1024-35, (tested by Bragg Avionics, "Does not power on"), display is good, Price: $350sold for $450 uAvionix tailBeacon, almost new, I upgraded to a Stratus ESG, Price: $1400 sold for asking price KT 76C transponder w/tray, works, removed with tailBeacon for upgrade to ESG, Price $500sold for $300 Apollo GX55 GPS w/tray, (tested by Bragg Avionics, works), Price: $300sold for $200

The GTX330 as-is wouldn't be ADS-B out. If it's a GTX330ES (Extended Squitter) or a GTX335 or GTX345 then it's ADS-B out provided it has a WAAS source (as an example if the GNS530 is a 530W). Otherwise maybe it has a Uavionix Strobe or Tail beacon ADS-B out solution.

SOLD!! Owned for last 20 years always hangered at O69 (Petaluma, CA). This is an excellent airplane with many speed modifications and classic instruments with some new digital and 4 cylinder engine monitor with fuel flow. We’ve used this airplane for personal use along with getting and IFR rating. Flew IFR pretty constantly 10 years back but mission changed so stopped getting IFR certifications. Original paint and interior with plastics repainted and ceiling replaced. Classic 6 pack instrument panel with AV30C and vac. AI. Original Brittain B6 3-axis autopilot holds altitude and set course but struggles to track VOR needle. Approximately $6,250 in speed mods make it near a M20J in performance. While the engine is mid-time SMOH, it was rebuilt just 690 hours ago due to a cracked case. Additionally, less than 100 STOH (full top overhaul - 4 cylinders in 2022 -- New Scimitar propeller, hub and spinner in 2023). There are many years left on this engine! Over the last 20+ years, we’ve focused on making it a solid mechanical aircraft we could trust with our family of 4. I’ve wrestled with selling over the last few years but can’t justify keeping it as we are not flying as much now that the kids have left home and we don’t have any long distance flight missions for a 4 passenger aircraft. This has been a solid aircraft and family member that is very difficult to let go. Please look over modifications and equipment below. 57 Years of Complete Logs all Digitally Available Make: 1967 Mooney Model: M20F Asking Price: $93,500 USD Registration: N3506X S/N: 670044 Annual Completed: May 24, 2024 Home Airport: O69 (Petaluma, CA) Airframe: Complete and Original Logs SWTA 201 Windshield (Approx. $2,300 installed) LASAR Shoulder Straps and Seat belts Pilot and Co-Pilot LASAR Lower Cowl Enclosure (Appox. $1,200 installed) LASAR Rudder and Elevator Hinge Covers (Approx. $750 installed) LASAR Flap Gap Seals (Approx. $1,000 installed) LASAR Aileron Gap Seals (Approx. $750 installed) LASAR Brake Relocation (Approx. $250 completed) Manual J-Bar Landing Gear New brake pads 2020 Completed Fuel Tanks Strip & Reseal July 2020 – no leaks 64 Gallons Useable Fuel Capacity Useful Load: 1,011 lbs Total Time: 3481.34 Hours ENGINE SPECS: IO-360-A1A 200hp SN: L-2845-51A Latest Compressions: 75, 74, 78, 76 /80 Full Top Overhaul (4) Cylinders: March 2022 GAMI Injectors (balanced to < 0.1 spread) Sky-Tec Lightweight High Speed Starter Boost Pump Replaced with constant duty Welden 18020-A (July 2020) Bottom 4 Plugs Tempest Fine Wire to 4 Champion (July 2022) New Concord Battery (May 2024) Current Tach: 3481.34 TT Engine Hours: 1,122.34 SMOH (2359 tach) 689.88 (2791.46 tach) Since Rebuild (due to cracked case around starter bracket (serviceable case, main bearings replaced, reconditioned camshaft and lifters, 3 overhauled cylinders & 1 exchange) 75.29 STOH (3406.05 tach)- all 4 cylinders due to three low compression. PROP: New Hartzell Scimitar Propeller, Hub & Spinner March 2023 (3449.02) Model: HC-C2YR-1BFP/F7497 - 2 Blade SN: NS6891B, M30854, M30858 32.32 Since New (3449.02 tach) Avionics: AV30C AI w/outside air temp Vacuum AI Sigmatek 5000B-38 W/Warning Flag PMA6000MC Audio Panel with 4 place intercom and marker beacons Narco 810+ Main Radio (crystal clear) Narco 810 secondary radio (crystal clear) King KNS80 VOR+RNAV Fully Functional – some delaminating of screen Narco 825 Secondary VOR DG – Vacuum King KT90 Digital Transponder UAvionix Tail Beacon ADS-B OUT Stratux ADS-B IN & GPS (link to iPad, iPhone, etc. via WiFi – was used with iFlyQ – great system) EDM 700 Engine Analyzer (4 CHT, 4 EGT w/Fuel Flow) Brittain Turn and Bank Coordinator with Wing Lever – fully functional. Brittain B6 Autopilot with Altitude Hold (all functional – VOR track slightly off but heading works) Autopilot servos – no leaks (wings, elevator, step retraction servos) Pilot & Co-Pilot Yoke Mounted: PTT Upgraded In Yoke Digital Clock/Timer Center Window Support Mount for iPad-Mini 4 Place Overhead Fresh Air Vents Purchased but not installed: Cabin Entry Step Deploy/Stow Electric Actuator System – included in sale Interior & Exterior: Original Paint: Cleaned and waxed often. Not pealing but thin in places. Original Interior: Clean, few stains but comfortable and no tears or rips. Ceiling replaced with insulation and upholstery. Side panel and ceiling plastics repaired and repainted. Inspection Status: Last Annual: May 24, 2024 Damage Notes: No gear ups or other damage other than normal minor hanger dents over last 57 years Performance: @ 6,500 feet full throttle 23" MP - 2,500 RPM leveled out 100 deg. ROP 179 mph true airspeed (155.5 knots) - see attached photo N3506X_11.png. Digital Logs: Aircraft Log #1: http://www.coreutilities.com/mooney/Sale/Logs/N3506XAircraftLog1092066061886.pdf Aircraft Log #2: http://www.coreutilities.com/mooney/Sale/Logs/N3506XAircraftLog2070287121512.pdf Aircraft Log #3: http://www.coreutilities.com/mooney/Sale/Logs/N3506XAircraftLog32014Current.pdf Engine Log: http://www.coreutilities.com/mooney/Sale/Logs/N3506XEngineLog071592Current.pdf Prop Log: http://www.coreutilities.com/mooney/Sale/Logs/N3506XPropellerLogbookNew051723Current.pdf For Sale Flyer: http://www.coreutilities.com/mooney/Sale/1967MooneyM20FN3506XForSale.pdf

Botton Line Up Front: If I'm only replacing my AI during a pilots side panel overhaul, do I really want a G5 or GI275 or will an all in one AV-30 or RC Allen Digital AI work just fine? What are my primary objectives: Overhaul the pilots side panel - sheet metal, vacuum hoses, P/S tubing, lighting, replace the vacuum regulator and downsize the vacuum system to only the DG and Brittain TC while minimizing down time, cost, fitment, and start up issues. I'd like to rearrange as few instruments as possible, build the panel on the bench, have it ready to install, pull the old one out, and reinstall the new one with minimum down time. So here's the question for folks that have time. Why not an AV-30 or RC Allen AI solution? Do I really need a G5 with an external magnetometer and yet another GPS antenna? The all in one solutions seem to be ideal yet Garmin seems to attract more buyers. What am I missing? The AV-30 will even take the GPS input from my GNS-430.

@Max Clark I bought my 1989 TLS/Bravo in 2016. The previous owner was a fastidious A&P/IA and maintenance shop owner who had completely refurbished the airplane inside and out. Except for the panel. It had essentially a 1989 panel with the exception of a GNS430. I immediately started planning my panel upgrade. I added and updated only what was required to meet the 2020 ADS-B mandate and kept planning "the big one". I finally pulled the trigger last year . In that 7 year period Dynon got their equipment approved for certified aircraft, Garmin brought the G5, G3X, and GFC500 to the certified side and developed the GI275, uAvionix brought their equipment into the mix, Aspen kept upgrades coming, and those are just the things I can think of off the top of my head. The point is it's likely that by next year you will have even more options to choose from at competitive prices, as well as not having to suffer some of the growing pains of the equipment more recently available. Inflation will happen, but that's not a great reason to be in a hurry. It sounds like you want to replicate your G1000 experience and there are several ways to achieve that. There may be a few more soon. Take the opportunity to fly around this year to the places where you can get some hands-on time with the equipment you're interested in and better inform your decision. Cheers, Junkman

anyone have a uavionix tail beacon for sale ? need a temporary solution until more panel upgrades happen...

I recieved the beacon back from uAvionix. It appears they swapped a new unit to replace my malfunctioning one. Mounting plate, fasteners, gaskets, Allen wrench, stickers, the whole nine yards. I guess $600 is fair for a brand new unit?? Will install today.

I've been looking closely at Uavionix AV30s. They just announced the AV HSI which is available for experimentals and will be for certified in the coming weeks. It will communicate with GPS and autopilot allowing for approaches. Sarasota Avionics is taking preorders now. I read on a forum recently that some folks have flashed their certified AV-30 with the experimental software and are already using the HSI capabilities. Uavionix might be my most affordable option with a straight forward easy-as-can be install. I'm really considering dual AV-30s with Aerocruze 100 AP which I can install myself w/ A&P on my field. I recently got estimates for [Garmin G3x + GFC500 -The Full Monty- $84k]; [3 Garmin GI275 + GFC500 $52k] ; and [Dynon Skyview+ Aerocruze] $75k. I have a GTN650 already in the plane. Not only were the astronomical costs a deterrent, but the downtime for the plane was 6-12 weeks for each. I couldn't believe the Dynon + Aerocruze was close to the full Garmin setup in price. -David

Yes. I have looked at the AV-30-C very closely and my AP/IA installed one last year for a fellow Mooney driver. The STC has some strict limitations that may make it less appealing for some, but for others it may be just right. You can find the full STC doc on their website, but to paraphrase: Absolutely no autopilot interfacing of any kind allowed It cannot be installed as an HSI If replacing a primary AI the airspeed and altimeter must remain where they are A wet compass must be installed Its my opinion that if one needs to replace an aging primary vacuum AI, and would like a non-vacuum replacement that is plug-in-play, it is perfect for that at $2,300. But, it is NOT an IFR instrument. Even if you don't want an HSI you cannot use it as a CDI for IFR approaches. Dig deep into the install manual. You'll find a section stating that the instrument's RS-232 GPS interface transfer protocol "Does not provide IFR compliant lateral or vertical guidance, therefore all deviation related data presented is for VFR operations only." There is the rub! However, one thing in its favor is the ability to function as a transponder controller for their TailBeaconX. The TailBeaconX is both a Mode S Transponder (ADSB-out) and a WAAS GPS source. So if you also need ADSB you can by buy both in a bundle for $4,600. I point this out because I have the aforementioned King KT76 transponder living on borrowed time, that is interfaced with an older uAvionix skyBeacon TSO. If the king dies tomorrow, I am grounded. BUT, I can buy the $4,600 bundle and trade in my skybeacon for an eye-popping $1,200 rebate on the purchase price. $4,600 - $1,200 = $3,400! That is a lot of avionics bang for the buck! Anyway, I'll leave it there. Starting to sound like a work at uAvionix! Sincerely, Zippy_Bird

Hi @Mellow_Mooney I am in the same boat. Have mostly the same avionics only difference being the VFR GPS. A few things on my mind: - IFR GPS aside the condition of all other required avionics. The POH specifies instrumentation required for IFR flight, and in my case the ancient 2" Turn and bank coordinator is dead so that is part of my upgrade conversation. Hopefully everything you have is working great. - An older CDI maybe compatible with newer IFR GPS signal sources, but may require a separate annunciator panel be installed for legal IFR flight. The documentation of the make/model of the CDI should illuminate installation requirements. If I go with a CDI, I'll likely purchase a used GI-106A or GI-106B and ditch my oldest VOR-only NAV head. Those models have the annunciators built into the faceplate. - If I piece-meal together a system I need to account for an IFR GPS Antennae to replace the current VFR one and also account for the wiring harnesses. - I have looked into installing used avionics (with 8130 forms) but the issue there is HOW to install them. Finding experienced folks willing to install equipment they didn't sell is in short supply. There is a robust market for used avionics, but not so much for installing them. I am looking into it, but good money into old equipment is a question mark. Is this the "forever plane" or a "good enough for now" plane? I have not decided. ;-) - My local shop gave me a quote this past winter to do Two(2) Garmin GI-275s and one GNX-375 (GPS NAV/ADSB-IN-OUT/Transponder) for $16.5K. One reason I point this out is because the Garmin STC allows a pair of GI-275 to eliminate all other avionics requirements. A six-pack can become a two-pack. This differs from the Garmin G5, uAvionix AV-30-C, and the RC-Allen Mini 6. All these require current avionics to remain in their original installed position. This is not something you asked after, but this solution kills two birds for me. - AN analysis paralysis I am experiencing is due to Brittain auto-pilot integration. I really really want to install a Brittain B-11 Accutrak to augment my basic wing leveler and I have collected all the parts. Just about to send them out for rebuild. Interfacing a modern GPS Nav with this old-school kit takes some thinking. Old CDIs do it easily, but not sure a new GI-275 can. - One last thing then I'll finish. Have you considered doing your IFR training and check-ride in the plane as is? Good or bad I have been thinking about this. Both our planes are equipped to do an ILS, VOR, and DME approach. Three approach types. How did folks get their IR before GPS? Maybe not my best idea, but its an idea. Thank-you for starting this thread! As I learn more I'll parachute in to add what I learn. Sincerely, Zippy_Bird