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I’m selling G1000 10xx SAR Unlock Card, P/N 010-00330-52 left unused from a my previous project FAA Form 8130-3 was lost in wartime At https://ww2.txtav.com new card costs $1,036.80. I'm asking $550 The Card is in Kyiv, US shipping and strong technical support included. Related documents: Garmin G1000 Search and Rescue Pilot’s Guide https://www.gocivilairpatrol.com/media/cms/Garmin_SAR_Software_Pilots_Guide_AAC776EBBA500.pdf Garmin Integrated Avionics System Search and Rescue Pilot’s Guide, 190-00760-00 Rev. D https://static.garmin.com/pumac/190-00760-00_d.pdf Garmin SAR Detailed Demo Tutorial https://savannah.cap.gov/media/cms/G1000GarminSARUSGrid_BC2FA7D9482AC.pdf

Hello Forum I recently took my Acclaim into a Mooney Service Center for a few squaks plus the 310 hp upgrade. The shop contacted me today with information that Garmin won't let the G1000 display 2700 redline. I friend of mine has the 310 STC in his Acclaim and I don't remember seeing a second tach. I don't want a second tach and kills the deal of the upgrade for me. Does anyone have any experience with the 310 STC and intergrating it with the G1000? Thanks Andrew

Any new current information on upgrading the non Waas G1000 panels? Is it or will it ever become available and cost? Thanks everyone for your input. I am thinking of purchasing an Ovation 3 with the G1000 that doesn't have waas. Would I be purchasing an obsolete airframe in the future since the ovation is typed to the G1000? Thanks, I'm rather ignorant on this and need some education before I pull the trigger.

Hi, As I was locating the original 19 owners that signed up for the STC kick off to inform them of the start date, the owners dwindle down to 8 commitments. I need 8 to 10 committed owners to step up with a non-reversible purchase order to maintain the STC opportunity date. This window will close on June 30th. The STC date would be pushed out indefinitely if I can not locate the additional 8 to 10 owners. If you can call your fellow Mooney owner and ask them to consider the program below. My cell phone is answered to 10PM every night till June 30th. Please call if you have any questions. Genesys Aerosystems is looking for 8- 10 owners to either upgrade or installs a new S-TEC 3100 installation. We would need a commitment total of 15 model owners to proceed with the STC. The commitment would be in the form of a purchase order to a Genesys Authorized Installation Center. Genesys Aerosystems S-TEC 3100 is a fully featured, attitude-based autopilot that gives you a list of workload-reducing and safety-enhancing capabilities that were previously unavailable on aftermarket autopilots. Compatible with advanced digital sources & EFIS displays from Garmin, Aspen and others, the S-TEC 3100 delivers unmatched features and benefits: Precise, digital flight control for every phase of flight 2-axis (3-axis option on some models) Automatic Trim included Envelope Protection/Alerting Straight and Level Recovery Precision Approaches/Missed Approaches Indicated Airspeed Hold Altitude Pre-select Moreover, much more! For the owners who currently have an S-TEC autopilot installed, the upgrade price will depend on the equipment already installed. The 3100 AP would be an outstanding bargain to get the benefits of a fully integrated digital autopilot, especially considering the additional safety features which it will bring. Upgrades start at $9,995 retail. For the owners who currently do not have an S-TEC autopilot installed. The 2-axis S-TEC 3100 is $19,995 retail for a new digital flight control system, which includes altitude hold, auto trim and altitude pre-select, as well as new features such as envelope protection and straight and level mode. The 3-axis version adds Yaw Damper and is $24,995 retail. Genesys Aerosystems S-TEC autopilot STC process is determined by which model owners express interest. The most significant benefit to submitting a purchase order (early) is that we will extend the 2-year warranty to 3 years for all new parts from the factory (new installs and new controllers/servos). Also, we are offering a 2-year warranty on any currently installed S-TEC servos. No matter how old they are. The extended warranty offer is only valid until we gain the STC. Once that occurs, the regular warranty period will be offered. Please Visit our website: Product Link - https://genesys-aerosystems.com/products/s-tec-3100-digital-flight-control-system Pilots guide link - https://genesys-aerosystems.com/sites/default/files/87325.PDF Brochure link - http://genesys-aerosystems.com/sites/default/files/files/GenesysAerosystems_S-TEC_3100__Digital_Autopilot_Brochure_2017 (002).pdf If you have questions or would like to find your nearest Genesys-Aerosystems Dealer, please email or call me direct: Barry LeBlanc Genesys Aerosystems Regional Sales Manager Cell Phone: 940.327.0707 Email: Barry.LeBlanc@genesys-aerosystems.com S-TEC 3100POH.PDF

Having updated my G1000 to WAAS and ADS-B last year, I have two GIA63 (non-WAAS) units for sale as well as the GTX33S transponder. They would make good spares for a non-WAAS G1000 system. Make me an offer!

Hey all, It's accepted knowledge that to get any changes to the G1000 systems (e.g. our WAAS upgrades, etc.) they have to be certified by both Garmin and Mooney. But I'm curious where the documentation is to support this. I've gone through the M20 Type Certificate and it makes no mention of the G1000. Is there something in the POH? Or elsewhere? My reason for asking is to further my ambition of removing the remaining spinning gyros in the plane. The most likely place to start is with the backup electrical AI, which could potentially expand to the backup ASI and altimeter as well. The Ultras are using the Mid-Continent device in lieu of this and it's pretty slick. But I'm researching how possible this is. At the Summit it was suggested I talk to Paul Kehner at Mooney and I will, but I know his answer will have to be somewhat diplomatic based on internal discussions. So I'm trying to learn just how this type of equipment is governed in our installation. Any thoughts appreciated...thanks! Jeff

On my last flight while climbing through 4000ft the Tach on the G1000 MFD started spiking from 2550rpm to overspeed and back, flickering between the true rpm and overspeed several times a second. It did so until in the descent when it magically stopped. Same happened on the return flight. The engine sounded like everything was fine and the backup Tach meter that comes with the 310hp STC was rock steady at 2550rpm. So I'm confident this is an indicator/sensor/wire/G1000 problem and not an engine issue. My AP concurs. Yesterday we took the cowling off and checked the connectors going from the magneto to the firewall and found them tight, without play and without any visual indication of a problem. So that leaves us with a head scratcher. I'll fly again tomorrow and see if the fiddling with the wires and connectors solved the faulty indication but would be (pleasantly) surprised if it did. Has anyone seen this or have any ideas? Thanks in advance. Robert

I've got an error that just popped up on the PFD start up. Has anyone seen this error before? This is a newly purchased airplane, PFD was working just fine when we put the airplane through it's paces. Stopped in the hangar today to show a friend the airplane and this is what showed up on the PFD. I apologize for the picture, I tried rotating it but... to no avail.

Ive had several persistent maintaince issues that seem to be reoccurring and I was hoping that someone could shed some light on these issues. 1. Autopilot. So I know theres been many posts about what a horrid combination the G1000 and the Stec 55 is and Im learning this. Long story short whenever ANY pitch mode is activated the autopilot runs away. Typically up but sometimes down. So After a few trips to the shop my avionics tech has asked me to disconnect the Altitude Transducer from the Autopilot to see if that remedies the issue. I spent the better part of this afternoon trying to get find the damn thing to no avail. Im hoping someone can tell me just where the damn thing is on the plane. or if they have any wisdom on the subject. 2. Speed brakes. This has been confusing me for awhile. About half the time my speed brakes wont deploy on the ground and if they do when retracted they "Slam" back into the wings very fast and violently. They work 100 percent fine in flight. They were sent to Precise flight who told us there wasn't anything wrong with them. Its just annoying and Im worried about repeated events damaging the system. 3. pannel Backlighting. I was changing the Light bulb in the compass and saw a spark long story short i think i blew the fuse for this however i checked every fuse I could find and none of them were burnt out. Again Any wisdom? Thanks everyone in advance! this is my first plane and I'm trying to do everything to keep in the best shape I can!

Had an interesting experience yesterday. Was out cruising around, getting some fuel for an upcoming trip. During runup before heading home I decided to test the backup alternator, which I don't always do (but should, I know) but since I have a trip coming wanted to check everything out. In testing the alternator, could never get the flashing Master light to go off, meaning not enough amps into the system. "Hmmm," I said, "good thing I checked this before the trip. Have to call Clowdus to check it out." But on the short cruise home I happened to glance at the amps readout and see that my volts were solid at 28.1 but the amps were pulling +15. And then it dawned on me...I have the A/C on. (And yes, the Ovation 3 is certified to have the A/C on during takeoff.) So figured that was the reason during runup I couldn't get enough amps out of the backup alternator. Since I'm not a big fan of doing a lot of testing in the air, once I landed I went back to the runup, turned off the A/C, and the backup alternator was fine. Note to self, turn the A/C off if I ever really need to use the backup alternator in flight. I'm guessing this is listed somewhere in the POH and I've read it a thousand times, but some lessons you just don't learn the easy way!

I've just had the GTX345 installed in my G1000 equipped Ovation with S-Tec autopilot (29-0363) - one of the first installations in Australia. Firstly the background of ADSB Down Under. For some inexplicable reason, installation was mandated in Australia for IFR not later than the middle of 2017, which means we are the test subjects, and will pay a hefty premium. About 10 years ago when ADSB was in the early implementation stage, the authorities were going to subsidise ADSB, but it's been conveniently forgotten. Since then the cost has skyrocketed, not helped at all by the fact that early adopters of glass panels with S-Tec autopilots have not got any meaningful support from Mooney, and my feeling is Garmin only came out with a G1000 solution when they did to head off the competition. Anyway, having stumped up the money for the GTX-345 installation and expecting a positive result, the G1000 does not recognise the GTX345. The only way to enable it is to go into the configuration menu, tell the G1000 the GTX345 is installed, and then it will display. When powered down, the configuration procedure has to be repeated. I'm still not sure whether it's a software or hardware problem, but Garmin have been slow to resolve it. My concerns are the longer the Ovation sits in the shop, the more cost it will attract, my aircraft is not available until the issue is resolved. The avionics shop asked Garmin to replace the GTX345 but were told no, there was too much of a backlog, so it seems Garmin care less about existing customers and more about new ones.

I'm new to this site. It looks like the best place to get owner input. I'm looking to buy a TKS equipped ovation or acclaim. I have just figured out that there is an upgrade path issue with regard to ads-b for the G-1000 aircraft. I have looked at all the threads that I could find related to the topic and am wondering if there is any recent news that anyone could pass on to me. I am reluctant to step into something uncertain with 2020 looming.

Hey all. I went out this morning for some air work and never made it off the ground because I was getting a XPDR FAIL alert and the red X in the transponder box on the PFD. I tried all the standard troubleshooting stuff, pulled the circuit breaker, etc. Even talked to Garmin's AOG service and they said it would require a technician to look at. Anybody ever had a similar issue with a G1000 transponder? I'm looking for troubleshooting ideas. Thanks!

So here's an interesting SB I got from Mooney yesterday. SB-320 says they have discovered that, for G1000 equipped planes, "prolonged engine out flight" can cause the Engine Information page on the MFD to blank out. Don't worry, they say, the page will show back up immediately on engine restart. So the obvious question is, what is "prolonged engine out flight"? How long is "prolonged"? And if your engine is out doesn't that mean you sort of have bigger problems? It's pretty funny, but hey, there is a cut-out set of pages that we need to add to the POH so I suppose it's serious business. (I'm guessing it just relates to running the G1000 on the ground without the engine running, but I just thought the wording was intriguing.)

Good Afternoon I have a 2007 Mooney Ovation 3 with a G1000/STec 55X installation. Does anyone know if you can use the flight director on the G1000 WITHOUT the autopilot engaged? I have seen aircraft with FD AP buttons to separate the functions but can not find anything in the POH or the AutoPilot supplement / handbook. Also, Is there a way to upgrade the STec to allow Indicated Airspeed Hold (IAS) instead of vertical airspeed (VS) hold during climbs and descents. Thanks for any advice..... Mike N871TX

Hi Folks. For those who have a G1000 system in their Mooney, a question about variance between EGT readings. I've been experimenting with different power settings, which is making me focus on the EGT/CHT gauges to see how my engine reacts. Today I noticed an interesting thing: the EGT gauge in the standard Map mode (the small sliders on the left) which shows and denotes the hottest cylinder is reading out exactly 100° hotter than the same cylinder shows when you put it on the Engine page. This is only true for the EGT reading...the CHT reading shows the same in both modes. Anybody ever see this before?

Hey all, I've dropped subtle hints lately about my move from the J to an Ovation. Last weekend was the closing, and since a couple of folks have asked, here's the big reveal. I brought the plane home from Florida on Friday, and of course we had a crappy weather weekend in Atlanta so there it has stayed but I'm looking forward to getting it out this week some more. Details are that it's an Ovation 3 GX...with a bit of a history! Anybody who was patrolling Controller undoubtedly saw her sitting there forlornly but in full splendor, waiting for somebody to come along who could accept that her prior owner never really got the hang of flying her. After two prop dings and a gear-up he called it quits. But the damage repair has been fully vetted and is rock solid, and with only 390 hours she's practically brand new. And at a price that couldn't be beat. So, now I REALLY have to sell the J...any takers!?

Does anyone know the real story about why Garmin or Mooney (and specifically which company) requires the 150+ Mooneys with G1000 and STec autopilots to convert to the Garmin G700 autopilot before allowing a WAAS upgrade? This is probably a $50,000+problem for what should be a $5,000 problem max. (I have heard actual numbers as high as $70k). STec's 55x captures WAAS from 530 and 430.

Hello....... Everytime I update my Garmin Safe Taxi, Obsticle and Terrain data on my G1000 I'm asked if I have have coupons to redeem at checkout. Does anyone know where to get Garmin coupon codes? Thanks Mike Mooney Ovation 3

Hello...... I need some help please. I have a Mooney Ovation 3 with the a G1000 and the Engine Instrument Breaker POPS during landing or when the Stall Indicator goes off. Has anyone had this occur? I need to get my mechanic going in the right direction. Thanks for the help Mike Johnson 2007 Mooney Ovation 3 N871TX