gacoon

Yes, thats the one that fits my 1990 J model. #2, buy one of each to be sure.

Get your magifying glass out and look for a number on the face of the existing fasteners. That is the size. Then match the shape to picture online and order several of the right size. If you have the patience you can dig this out of a Mooney parts manual also. These guys are easy to do busiess with and have what you need: https://www.milspecproducts.com/home_

Pretty much the same ratio for Garmin products

My current was painted there in 2016. Didnt own the plane then so I dont know what it cost. Have some filiform corrosion in several spots, especially where fastners are located. Based on what I see I would avoid this shop, I had a previous Mooney painted about 9 years ago at Sunquest in Everret, Wa, was $15k. That paint job really held up. When you find a shop see if you can look at some done there that are 4 or 5 years old.

But the screen is big enough to read

Yea she’s quite a character.

I,ll bet you went to that little supply store across from KDVT

Good catch, I meant to say I stay on right with road on left.

Some thoughts: 1) southern route - hotter than blazes in August and September - smooth air starts at 15K and above. I've flown it in the summer, fill up somewhere in far west TX and fly non-stop to the LA basin. That will avoid most of the desert heat. Of course earlier the better in the day. 2) Following freeways - usually little if any traffic issues outside major populated areas - when I follow a road I usually stay to the left right like when you drive, hope others do the same. 3) Airports near Tacoma Dome: a) handiest, Auburn (S50) has a motel right next to parking at south end, b) Puyallup (KPLU) - a little out of the way, c) Tacoma airport (KTIW) way out of way across bridge near Gig Harbor, not much at airport except brew pub. From a local your best best is S50. Last bit of advice: I/ve made numerous long trips over the years from SEA, to ATL, Oshkosh, etc, almost never have I flown my meticulously planned route. Weather is the usual spoiler and in August thunderstorms will likely be around - be flexible and ready to deviate. Plan to cross the mountains in the morning.

With your turbo you're way ahead of most of us. I have a J model and this flight is easy in the 10.5-12.5k range. EKS is a 1000 feet higher than Bozeman so that is a density altitude issue to take into account - of course with your turbo this is mitigated. As far as getting into BZN I would fly BIL-KLVM then follow I90 into BZN. You will go over Bozeman Pass (5718) - on this route you will probably see the BZN airport as you approach the pass - I would be at 10,500 and when I saw the airport start my descent - if its calm and winds are light at altitude you might also try 8500 to minimize the quick descent required. Don't know much about EKS or whether they have the services (car) but it looks like following the Power Lines out of Bozeman and coming in from the North looks the best. For me in the J I would probably put down in BZN, unless the temperatures were going to be reasonable for a density altitude departure out of EKS. I am flying out your way from the Seattle area in late August to have my tanks resealed at Willmar. Weather permitting my planned route is S50-MLP-MSO-TUCOK-MLS-KBDH, fuel stop in MLS. I'll run 11,500 to 13,500.

Make one out of Aluminum and paimt black?

This will get you there, about 1750nm, what are you flying?

All this talk about upgrade existing Stec installation, thats fine for some. But how about those of us that have brand X. The economics are completely different. Whats the price to replace a Century 2000/Aspen configuration?

This is an older Mooney model made sometime while the factory was shutdown and in transition. Anybody know the history of this?

If the one you have might be repairable talk to these guys. I'd send them pictures of what you have and see if they can fix it. They do a lot of Mooney stuff and have the following on their website: " Glareshield Repair and Upholstery " http://aerocomfort.com/general-aviation/

KSUN NDB/DME-A might be a good replacement.

Mooney Vacuum Speedbrake Installation Manual View File Old installation manual for Mooney vacuum speed brakes - source Precise Flight Submitter gacoon Submitted 04/13/2018 Category Safety & Techniques

I’ve used Jet Air Group. Very friendly and easy parking. I would definitely call them and reserve a spot for your dates.

Have you tried your switch with these guys for engraving: http://www.engravers.net/rocker-sw.html

I see that now

I looked all over Garmin's web site and as far as I can tell Fltplan.com or Garmin Pilot still require the FS510 to connect to a GTN unit? Where did you see they can do it without the flight stream connection hardware FS110/210/510?

That was a very good guess - I did email Precise Flight and cables are $100 and conduits are $80, that is per side. I'm still inclined to remove them as I would get a very good weight payoff. This is right out of the POH: Speedbrakes 12.5 lbs, Standby Vac 12.04 lbs, Vacuum System 8.3 lbs. Looking at gaining 32lbs useful load. Digital AI is lighter also, but you really do not save any weight as the standby battery brings it back to about the same as the original AI. Note: when I emailed Precise Flight they were nice enough to send me the old Mooney Vacuum speedbrake install manual, nice to know we can still get access to that.

I think they did this because a lot of the big iron guys use fltpln.com - it has a lot of tools for the jet and turbine guys. And they want their equipment in those aircraft. Good marketing strategy.

At my annual last week the cables on my vacuum speedbrakes were determined to be unairworthy, even though they still worked. I have an Aspen PFD and I am going to replace the vacuum AI with electric. Out comes 1) speedbrakes, 2) vacuum system, and 3) standby vacuum system. I’ll gain almost 30 pounds useful load and eliminate a bunch of maintenance items. This is my second J model, have over 1000 hours in first one without the speedbrakes. Dont see the need for them with proper planning or negotiation with ATC. Maybe if I was a turbo operating in the teens it might come in handy.

You might ask an Avionics shop knowledgeable in King autopilots if the trim can be decoupled into a standalone unit?