shawnd

One thing to note, the suction mount seems to come off the windows at altitude (ex 16,000+), likely due to pressure differences. Or also could be that I pressed them on wrong.

To add the iPad setup: In the 6-pack arrangement, I use a RAM mount on the yoke rod with extensions to position the iPad mount just above and aft of the Mooney logo on the yoke. I mount the iPad mini 6 there. It fits nicely between the control wheel without obstructing the view of the lower indicators. However, you do need to move your head slightly to see the switches. Previously, I used a RAM suction mount at the lower front corner of the pilot windshield, placing the iPad in my left peripheral view. This was more convenient since I didn't have to look down and could glance left for the needed information. However, it blocked part of the outside view, which I deemed too risky for VFR flight. Hence, the move to the yoke. For backup, I carry an iPad Pro, which I use for planning, viewing service manuals, and various other tasks. I am planning to upgrade to the G500TXi. I will need to evaluate if the G500TXi provides all the valuable data that Foreflight does, with the same ease.

They are a repair station and may have been limited to specific part numbers. For reference in the future for others: They have their database online at https://www.consolac.com/inventory-capability-search#parts-in-capability/. Requires an account but it’s free

From Continental's IPC site: https://continental.aero/ipc/. I don't know what spec engine you got but I picked TSIO360LB-8B for example. The v-clamp listed for this spec is 653332. You can verify for your engine spec to be sure.

+1 to Consolidated, great shop. Used them myself, prompt repairs and expedited shipping because I asked.

Derp - that is indeed separate and below the Bendix piece.

Any recommendations for who can make slight adjustment and then print it? I would like the CWS removed as the Garmin GFC doesn't support it. Also, does it have the hole for the speedbrake switch on the side?

I think this is the piece that was missing before, in this thread for sure. Thanks!

@PT20J any chance you can share a shot of your door and seal placement? Will try to mimic it on mine

Here’s the procedure I will be using, based on Mike Bush’s guidance and super set of TCM’s guidance: 1. Swap current oil with Phillips Anti-Rust, do a ground check and fly over to avionics shop. 2. Once there, fog cylinders with ACF50 at BDC, then again once all cylinders are coated while none at TDC. 3. Fog the oil sump (side effect: cam) from the oil filler. 4. Tape up exhaust, intake and ports and put desiccant bags and add Remove before flight stringers. 5. Put in engine saver to keep the air inside the engine dry. Excessive but my last attempt at a “Garmin dealer” at KAWO went from 3 months guaranteed to 10 months and airplane was left in unusable state at the end … so I am jaded and the new shop understands that.

This oil along with fogging with ACF50 in the cylinders and sump.

Yep, that’s what I was thinking of doing with the Anti-Rust oil. Just wanted to make sure there is no ill effect on the turbo. There has been no mention of non compliance in the data sheet so should be okay. Was hoping for a “yep I have used it and it’s fine” in the Mooney forums :-)

After my last experience with the local avionics shop - will say definitely not overthinking it at all! Looking for good preventative measures. Doesn't hurt to be overly protective in this case.

I typically use X/C 20W 50 with Camguard. But want to better prepare for months of no usage. Contemplated mixing Camguard with Anti-Rust oil

Wondering if there any thoughts, specifically concerns, around using Phillips Anti-Rust oil on a Continental Turbo engine which will see a handful of flights likely around 3-5 hours and about 10-12 weeks of sitting at a shop. There are many additives that are great for aircraft engines but have strong warnings for use on Turbo engines. Wondering if this has any similarity. Product page: https://phillips66lubricants.com/product/aviation-anti-rust-oil/ Data sheet: https://phillips66lubricants.com/wp-content/uploads/2019/12/Aviation_Anti-Rust_Oil.pdf Thanks, Shawn

Interesting, we should be able to work with Garmin to fine tune this, esp if they could figure out GFC porpoising for our beloved Mooneys! I can give it a shot once my airplane is up in the air again.

Hah - that it is - missed it completely. Thanks

Thanks for the explanation. How are you comparing accuracy of the HP, via POH numbers?

Thanks - do you know if % power is calculated by the unit? And where is that potentially shown?

Forgot - for financing, I have heard https://www.dorraviation.com being reputable. For insurance, you can go through AOPA or https://www.avemco.com but I highly recommend @Parker_Woodruff. Been a happy loyal customer since I purchased mine. One often overlooked piece of wisdom: the initial cost of purchasing an airplane is merely the beginning. The ongoing expenses—maintenance, hangar fees, insurance, database subscriptions, and inevitable upgrades—will require significant investment, so plan meticulously. Most importantly, involve your significant other from the very beginning to foster a supportive partnership (and avoid future conflicts). I can't emphasize this last point enough :-)

Both Jim and Richard are very reputable in the Mooney space (no pun intended). However, it is possible to do things by yourself with a little guidance. I have no connections with Savvy other than being a customer, and I am quite happy with them. Take a look at https://www.savvyaviation.com/buyers-assistance/. I purchased my 252 by myself with Savvy helping with looking over pre-purchase.

Yep, that works. You can always add the indicator later if needed.

I am trying to decide on EIS integrated with G3X Touch or a separate GI-275 unit. The GI-275 photos on Garmin's site has a good representation of what the display would look like for a 6 cylinder turbo engine. Specifically, RPM, MAN, and TIT being available with bars for the CHT & EGT for the cylinders. See [1]. Unfortunately, the G3X Touch product page [2] isn't as complete. Wondering if someone with a G3X touch EIS on a 6 cylinder turbo engine can post photos/videos of what the "engine strip" contains as well as the contents of the dedicated engine pages. Thanks! [1] https://www.garmin.com/en-US/p/897577 [2] https://www.garmin.com/en-US/p/682215/pn/G3X-TCERT-14

Welcome aboard! Good looking plane! I like the placement of your G5 on the right side of the G3X touch instead of the typical left side. Contemplating my panel still :-) Re AoA: if you are going with the Garmin system, you could tuck in the GI-260 at the left corner of the pilot side glareshield. I have seen it to be in the peripheral view during landings and sufficient to be comprehensible. Alpha AoA is also an option but a right seat pilot won't be able to see it, with the Garmin you should be able to. https://www.garmin.com/en-US/p/149850 Of course, this depends heavily on installation so your mileage may vary.

Is it just me or looks like one end of your bracket is slide behind the plastic panel which appears to have been cut? Maybe previous owners wanted to use a shorter extinguisher for more clearance and "shortened" the bracket? If the neck of the bracket fits your extinguisher - you can do a simple project to re-use the existing bracket. The straps go in on the raised portion of the bracket. You could just dismantle a new bracket and rivet two properly sized straps on to the existing bracket instead of replacing the full bracket that's in the airplane. (click to open enlarged image, I tend to reduce the image size in the post for easy viewing)