Mooney M20 series aircraft are known to be somewhat difficult to work with when it comes to avionics due to the “Mooney instrument panel and electrical system design”. In this installation we removed most of the old avionics except the BFG WX1000 and King KN62A DME. New laser cut and powder coated instrument panel and cover plates gives the whole installation a much cleaner look. Dual Garmin GI275 ADAHRS EFIS displays with internal  backup batteries, an additional GI275 EIS (Engine Indication System), GFC500 pitch/roll/trim autopilot, GTN750Xi COM/NAV/GPS1, GMA35c audiopanel, GNC215 COM/NAV2, GTX345 ADS-B in/out transponder and a GSB15 USB data loader/charger port.

The exterior lights were replaced for Whelen LED lights (except the AFT pointing wing tip POS lights where no suitable LED replacements were available). LED lights help to lower the current consumption (old taxi/ldg lights consumed 800 Watt compared to LED 213 Watt).

This aircraft already had dual Garmin G5 EFIS displays and a GNC255A COM/NAV installed. We removed some old avionics and installed a Garmin GMA345 audio panel, GTN650Xi COM/NAV/GPS, GTX335 ADS-B out transponder and a dual axis GFC500 auto pilot with pitch trim. Despite some servo issues in the past the GFC500 auto pilot has become very popular due to its price, performance and capabilities. The physical servo installation in a PA28-181 is as “simple as it gets” while other airframes may be quite complicated due to servo location, limited space available (servos installed in a wing), difficult to reach (Piper Arrow with pitch, trim and yaw servo installed AFT tail section).

Piper PA28-181 manufactured in 2001 with the flat instrument panel modified with the Garmin G3X EFIS display and a standard Garmin package consisting of a GMA345 audio panel, GTN650Xi COM/NAV/GPS, GNC255A COM/NAV, GTX335 ADS-B out transponder, GFC500 autopilot and a G5 EFIS display as backup for the G3X. In this particular case we were able to re-use the existing instrument panel making the installation easier.

An aircraft with a failed attitude and directional gyro (HSI NSD360) basically AOG. The easiest, quickest and possibly smartest solution was to replace the old failed VAC driven gyros with 2 ea Garmin G5 EFIS displays. Now the aircraft is back i service and the flight club is already thinking about future upgrades, possible a GFC500 autopilot but time will tell.

As mentioned before the Piper PA28-181 is probably the best candidate for a GFC500 autopilot. However the GFC500 requires either a Garmin G5, GI275 or a G3X combination as the “brains”. In this particular aircraft the customer choose the GI275 with plans for a future expansion with a third unit for EIS (Engine Indicating System). Includes a Garmin GSB15 USB A-C data loader / charger port. The complete VAC system, mechanical and electrical backup system was removed.

For some years ago we installed dual Garmin G5’s and some other equipment in this Piper PA28-181. Now the aircraft was back again, this time for a Garmin GFC500 autopilot with pitch, roll and with pitch trim option. The Piper PA28-181 is probably the best candidate for a Garmin GFC500 autopilot installation since all 3 ea servos are installed below the passenger seats thus not requiring any substantial acrobatic skills.

This aircraft was in need of a complete avionics upgrade. Garmin G3X EFIS display with a G5 EFIS as a backup. GMA345 audiopanel, GTN750Xi COM/NAV/GPS with Flight Stream 510 WiFI/Bluetooth interface, GNC255A COM/NAV 2, GTX335 ADS-B out transponder, GFC500 autopilot pitch/roll and pitch trim. The installation also includes a GEA24 engine to airframe module and we were able to re-use the existing EGT/CHT, fuel flow and oil temp sensors. Re-used existing fuel senders and BATT shunt. New manifold pressure, oil pressure and carb temp sensors were installed since the old JPI were not approved by the G3X STC. The old magneto RPM pickup was left in place and instead rpm is derived from the magneto P-leads. All 14V aircraft require the GAD27 voltage stabilizer 5-14Vin / 12V out that allows the G3X system to stay online during low voltage conditions like during engine start. The original cigarette lighter jack was replaced with a GSB15 USB A/C charger port. New instrument panel on the pilots side and a new overlay on the copilots side.  New antennas for COM1/2, marker, GPS and transponder. The Garmin equipment is installed using 8 ea different EASA minor changes or EASA STC’s.

AIP Sweden GEN 1.5 revision 10 August 2023. The biggest difference is that a Mode-S transponder is now required for all IFR flights.

For those aircraft that have an old Bendix/King KT76A the Trig Avionics TT31 Mode-S transponder is in most cases Plug-Play with the existing mounting tray and harness.

For those aircraft that have any other type of Mode-A/C transponder we recommend the Garmin GTX335 Mode-S transponder that when paired with an approved GPS position source such as a Garmin GTN650/Xi also enables ADS-B out. The optional Garmin GAE12 altitude encoder that mounts onto the GTX335 backplate is highly recommended and any old  gillham code blind encoders can be removed.

For more information see following link: https://aro.lfv.se/Editorial/View/IAIP?folderId=4

Basic avionics package upgrade in a Piper 28 Arrow with T tail. Garmin GMA345 audiopanel, GTN650Xi COM/NAV/GPS, GFC500 pitch/roll/trim autopilot and dual GI275 ADAHRS EFIS displays with GSB15 USB charger/dataloader. The existing Garmin GNS430 remains installed as COM/NAV/GPS2 and the existing GTX330ES was connected to the GTN650Xi to enable ADS-B out. The analog instruments were retained including a VOR only CDI for NAV2.

On May 4, 2023 Garmin published Service Bulletin 23024 Rev A. This service bulletin is applicable for all GSA28 servo’s with p/n 011-02927-11 and 011-02927-21 (without Mod 1).

This means that basically every GFC500/GSA28 servo we have installed up to this date is affected. Garmin has extended their warranty for all affected servos to 5 years starting from the publication of the service bulletin.

The Garmin warranty includes a replacement servo and 2.5hrs for the replacement of each servo. In some aircraft like the Piper PA28-181 servo replacement is quite straightforward but in other aircraft like the PA28 Arrow it will be quite complicated since all servos are in the absolute worst position (in the AFT section of the tail).

However the warranty does not cover any shipping, handling, work order preparation/completion, other work necessary to be able to do the replacement and we are unable to “work for free” so we need to invoice the full price of labor start to finish minus -2.5hrs per servo.

There is no immediate hurry to replace any working servos and who knows what other service bulletins affecting the GSA28 servo may show up in the future.

To clarify – there are 2 ea different service bulletins that affects GSA28 servos used in certified aircraft.

SB 22016 Rev B, is for p/n -11 and a certain serial number range (internal component failure that could cause “AP DISC indication”). Garmin considers this SB mandatory.  Warranty deadline was initially 28 February 2023 now extended in accordance with SB23042 Rev A.

SB 23024 Rev A, is for p/n all -11 and all -21 units not marked with Mod 1. Garmin considers this SB recommended.

https://support.garmin.com/en-US/aviation/faq/kmkaZ5NWGfA8aH2UTROcI9/