mitch0537

Hi Redid my panel a bit ago. I have an airspeed indicator P/N 820308-513 marked for a J worked great when removed. Also have a KEA-130 encoding altimeter, the complete engine gauge cluster, cooling fan, turn coordinator, VSI and anything else you may think of. Let me know. Shoot me an offer and we'll see if we can come to terms. Wishing you strong tail winds and clear skies.

I believe that on a K, the Glideslope antenna is in the cockpit attached to the tube that runs up the middle of the windscreen and goes through the glare shield. Look high on this bar to see a small box maybe 1"x 2" with "whiskers" sticking out of it. That is the GS antenna. If someone removed it and installed a splitter, the Coax runs on the Co-pilot side to the nav antenna.

Internal lighting in the KI-256 is standard and not optional. Other instruments that are standard are ADF indicator, OBS indicator and engine instruments. Most everything else is lit by means of post lights. As far as Mike, There is a light tray on top of the turn coordinator. Comes off woth two screws and no disassembly of the turn coordinator. Available at Aircraft Spruce

WOW!!! I hope you are getting a hell of a lot more that a 750, 330 ES, Flightstream, DAC GPSS and a new panel for $120K. Did you shop around?

I've tried taking the 430/530 apart to see if there is anything that can be done. What I've found is that there are switches that just plain old wear out. If it's a switch that doesn't get used much and is intermittent, you can bring it back to life by pressing it many time successively until it comes back to life. Can you hear it snap? If not, it's done and you're wasting your time cleaning it. The switch is a 4 leg snap action held onto a PC board with something like packing tape. To get any contact cleaner on it at all requires complete disassembly of the front end to remove the PC board. Do not attempt this. Shooting contact cleaner from the front won't do anything but make a mess, it won't reach the contact. Garmin does allow field repair of the GNS series, but only to module level. Your shop can replace the front faceplate, which is basically the whole front end all switches display etc... I think they are about $600 plus it takes a little less than an hour.

I put in the 900 because the 930 was just too big to fit everything I wanted. It took about 35 hours with a virgin installation. This includes calibrating the fuel tanks. I had already had an instrument panel refabricated since I was installing other equipment so I flush mounted the JPI. I've installed about 50 or so 930's and the probes are virtually trouble free. I'm based at KRHV. Write me if you want to ask any questions.

Aspen has what is called a RSM or remote sensor module that mounts on the top of the plane. It looks like a GPS antenna but has much more. In it is a magnetometer (modern electronic version of the flux gate), GPS antenna and a temp. probe. You can mount them on the bottom if you have to but lose the vfr GPS within the Aspen, not a good idea.

A couple of things come to mind for you to check. The rear connectors on a 55X are made of plastic, there are screws going into them from the tray side. Sometimes these plastic backshell screw-holes get stripped and when the unit is slid into the tray and locked, the connectors push out because they're not secured to the tray properly. 2) I've seen this scenario before: There are four screws that secure the entire backplate to the tray. The backplate is what the connectors are secured to. These screws are I believe #2 and are screwed inward from the outside way in the back of the tray. If they are too long they will prevent the 55X from sliding all the way into the tray and make proper connections. Also check that the tray is mounted close enough to the radio rack that the connectors secure before the faceplate bottoms out against the radio rack. If you just go ahead and send the 55X to S-Tec, which could indeed be defective, it'll be north of $1500 flat fee. That's why you want to make sure it's not a connectivity issue.

@ OR75. You believe??? Yeah you did add fuel to the fire. Just hook up two wires and you're set to go. Just walk a week in my shoes and you'll see why there is an extreme shortage of avionics technicians. There is a mechanic on our field who used a fast stack. He's been trying to get everything to work for the last three months. I refuse to help him. I've never seen a fast stack in a Mooney. Where would you put the hub? There's not much real estate behind the panel of a Mooney. I make my own wiring harnesses because mine are cleaner, point to point with no hub. Besides, all you need are two wires right?. The biggest nightmare is to interface old equipment to new and different manufacturers. My 201 flew the first time from this install without a glitch. OR75 I challenge you to do an install of this magnitude since after all you've reduced my profession and career and specialized training into "Anybody can do it." Then do it. Go down to Home Depot aviation electrical department to get your install supplies and get started. You don't know how much I've seen of this when someone who isn't qualified does their own install. Actually, whatever you want to believe, just go ahead and believe. But I have been doing this for 27 years and it has become much more sophisticated and complex for the technician as they have been more user friendly and easier for the pilot. Remember, I'm on both sides of the panel. So next time you rattle off your beliefs and show so little recognition for avionics technicians I leave you with the top reasons why there is a shortage of avionics technicians and getting worse. 1) Low pay. Nobody wants to do a job with the same technology as IT with 5 times the responsibility for half the pay. IT is much easier. 2) Low job satisfaction due to lack of appreciation. 3) High stress.

This is great. I've already removed my KI-256 and replaced it with the Mid-Continent SAM. I've removed my vacuum system. Now, if enough Mooney owners push B&C to expand their stand-by alternators to fit in place of the vacuum pump maybe they will. They are currently available for most Bonanza's and Cessna 182, 206, 210. So how about it guys, put some pressure on them.

Look in the POH, maintenance records, ask the former owner. If you can't find them, you can get replacements from your Garmin dealer for right around $200. But you have to prove that the enablements were purchased either aftermarket or with the new aircraft. Proof of purchase can be in the form of an invoice or logbook entry. Something that ties the enablement feature to the aircraft. But you can only get them at the reduced rate only once. Garmin dealer here in San Jose.

One other thing. I would not try this on your own plane. I have a degree in avionics, 27 years experience and have refurbished many panels. Accredited by the FAA, FCC, AEA and NCATT. Also yes the yokes will be leather wrapped when I do the interior.

OK now that all of you asked, here's the rest of the story. It's been my dream to own a 201. It's the perfect balance of speed and fuel economy since I commute to work in it. I waited a long time to find the right one and almost bought a modified "E" but found corrosion on the wing spar during pre-buy. This plane found me, as a friend told me about it. It's a 1984 which is the first year of the removable rear seats. When I bought it, it had 1973 TTAF, 570 SFOH, 108 SPOH, NDH and all logs. paid $50K for it. The reason it was so low is that they had a "Gypsy mechanic" do the annuals for years and there was a lot of Defered maintenance on it that I won't get into. I went through the airplane from spinner to stinger and repaired some of the most ridiculous items that nobody in their right mind would let go. Then an extensive owner assisted annual at a reputable shop. Had $56K into it at this point. But it's a sound airplane with no corrosion and a good engine. Some of the original avionics even worked. (imagine that) I owned most of the avionics before I owned the plane as I own an avionics shop in San Jose KRHV with a Garmin dealership. So, I got most of this equipment at half of dealers cost for Demo's since we are a higher volume shop, except the JPI-900 which was full dealers cost. The Mid-continent SAM was half as well for Demo. Now it's Demo in a 201. did it all myself in my T Hangar after work and on weekends since I didn't want to delay any customers plane. Signed it off under the repair station with my signature. Next phase is the Garmin AOA and flightstream which I have already. But the interior is getting to be a priority as it's about a "3 or 4".

Check the installation of the transducer. It must be level. That is, the inlet and the outlet are to be the same height. Also it must be upright in that the wires come out the top. Make sure that the fittings into the transducer don't leak. Check the connector to the transducer, they come with the molex connectors which have the tendency for the female pins to spread. Any signs of the above is an installation problem. How old is the installation? The transducer itself could need to be replaced.

No I'm not an A&P. In fact extremely few A&P's could install this and make it work.

I just got done with the pilots panel and the avionics in my '84 M20J, I did it myself with no other help. Put in a G500, Mid-continent SAM, removed the vacuum system. JPI 900 primary. GTN-750 with remote audio panel, remote transponder, GDL-88 ADS-B in and out. Garmin GNC-255 Nav-Com and GPS 796 portable mounted in the secondary stack. I kept the original KFC-150 autopilot. I have a Garmin AOA that I'll install too but I just wanted it back up in the air and will do that as well as SVT at a later date. I've had this plane for a little over a year and love it. But, I kept in the original tach and MP and OAT, EGT. Not because I need them with the JPI but because if I removed them, I would have had to put a blank in there anyways.

We recently mounted one using an external antenna. Worked out well, then you could mount it anywhere you want. There may be too much shadowing to effectively receive.