geoffb

I'm with Falcon out of AK. Great service so far (12 yrs), but fortunately haven't had to make a claim so I can't comment on claims service.

I wasn't happy with the 8-hole LASAR. Puts the ASI very far to the left and would require more trimming behind the panel in the area of the defrost duct than I was comfortable with. So I started from scratch since it appears that you can move everything right and tighten them up. Acrylic makes a pretty test piece, but a hole saw just wrecks it. Just as cheap to work in Al and make revs until your happy with it and then send the final file off to get laser cut.

I have a .dxf if you want it. PM me an address

Where does it say that your attitude indicator needs to be TSO for non-commercial operations? Lots of instruments and radios in my 1966 vintage airframe don't aren't TSO. Count the KX-170s in the world. Is this all a matter of manufacturers and retailers saying "for experimental use only" so it's not on them in an attempt to limit liability? I'm not an IA, so I don't have years of scars from dealing with the feds, but if replacing an instrument is minor, and TSO isn't required for Part 91 operation, then isn't sticking any sort of "gyro" in your panel up to you? Particularly if it's redundant?

No. Check you PMs

I'm at CVO, seen it in the Corvallis Aero hanger.

Did it come from Corvallis?

The vacuum switches are garbage. Best to add a gauge.

Why are the injectors not all the same? I don't know anything about the turbo installation. But you can bet I'd be digging into the STC documentation to see what I'm supposed to have in there, then comparing what's really in there to what's supposed to be in there. Did you ever flow check the injectors? I'd be curious to see my flow distribution between cylinders and would have checked that before I started swapping parts.

This is from a guy who owns an ugly but well maintained and good performing '66 E with old radios, so please don't take this as being snobby. I think the correct answer to your question is $25-30K. If someone on here has recently sold an E model in similar condition with similar equipment recently for more than that, I'd be very happy to be corrected. You've got: a high-time engine with some odd sounding maintenance history; multiple damage history events; leaking tanks; relatively high airframe time; old radios; an inop AP; paint that's seen better days. Selling that plane to get into a 201 will cost a bunch of money and will only get you rear seat leg room. A 201 just isn't that much faster and most of us don't use them for legs over 600nm that often. If you want to keep flying and want to stay in a naturally aspirated, 4-cylinder Mooney, I'd stick with the plane I know.

Damn shame the rest of my interior is green. Who did the seat covers?

If it's like mine, it makes an oil spot on the pilot's side carpet.

Here's what it looks like rough fitted.

The panel with the install kit was $325.85 plus shipping. It's a bit much for what it is, but Dan's usually got both 8 and 9 hole panels in stock and it's all done for you.

Great, thank you. Now to get out the drill. Geoff

I started working on fitting up my new LASAR 8-hole panel cutout and I've got a couple questions for the collective. I started reassembly on a Friday afternoon too late to call Dan to ask questions. So, on background, I've got LASAR's generic 8-hole panel and hardware kit. Looking at the original install and the new parts, it looks like you install the three standoffs on the top of the panel using existing holes. There's six shock mounts, so I'm assuming you use three on the top edge standoffs, and three at the bottom edge of the panel. Where I'm at a loss is the following (in no particular order): 1. I've got qty (3) Snubber Cap Inst Panel - this looks like it might fit over a shock mount, but I don't understand the purpose 2, I infer that there should be three mounts at the bottom edge of the new panel. However, the old panel only had mounts to the left of the control shaft bearing and at the bottom right corner. Do I need to add a hole at the bottom left corner? 3. Behind the top left instrument hole in the new panel, there is existing sheet metal of the old defrost/windscreen/glare shield shroud. There doesn't seem to be enough depth behind there even for the ASI. Does there need to be some trimming of that existing sheet metal? Thanks in advance, any and all voices of experience in this install are appreciated. I can get in touch with LASAR on Monday, but I'd like to make some progress on this over the weekend. Geoff

Mine ('66) matches the diagram

I dont go anywhere without flight following.

I don't see the need fore Bluetooth and I honestly have never felt comfortable with music playing in the headset while I'm flying. Headsets are mono so no need for stereo. The real motivation is to replace the old PS intercom and free up panel space in the process. N601RX, thanks for the heads-up on the mounting depth. I've got a Brittain AP, so I wouldn't be at the top of the stack. Initial install will probably be at the bottom of the stack as that's where the intercom currently resides. As far as King, Garmin and PSE, I think they are all PSE panels, aren't they?

DXB, drop me a PM.

Looking at a PMA6000B audio panel to replace my King KMA-12 and PS1000 intercom. The intercom is dying, or has died on me. Looks like the 6000B it at a good price/performance point and will help tidy the panel up. Anyone have any experience with these?

Don't know why you need a fancy integrated primary flight display for flying VFR, but that's just me. Guess I'll get in queue for the SAI340. One last question in this subject. Earlier FAA advisories allowed the replacement of the turn coordinator with an electric AI as long as you added a slip ball. Now we have guidance that you can replace the vacuum AI with electric as long as you meet the requirements in the new AC. So, if I add the SAI 340 and use it as my primary attitude instrument and keep the vacuum AI as backup, can I remove the turn coordinator from my panel and be in compliance?

Is the VFR PFD only certified for VFR use? And you don't get any HSI functionality with the VFR? If either of those things are true, I don't see any benefit in it for me.

The Sandia SAI340 seems to be exactly what I was hoping for in a second attitude instrument. Since the old E has a Brittain AP, everything but the turn indicator is vacuum. I've never been comfortable in the clouds with needle, ball and airspeed as my backup plan. So for $3k you get what looks to be a certified Dynon D10 EFIS install with a logbook entry. But as analysis paralysis sets in, I notice that the EFD1000 VFR is about $4.5k which if I understand it correctly, would allow me to dump the DG. No installed GPS, VORs and a handheld still have no problem getting me where I go. The Sandia definitely gets me what I want. Does the Aspen get me more without adding an IFR GPS? What am I missing?

Thanks, I'll take a look inside the housing.