gevertex

Agree with both of you I mostly just shoved instruments on the panel to see if I had enough space dimensionally. I’ll play with it more.

Love that too. Thanks for the input.

That explains a lot about why people have the layouts they do. I like your setup. What about fitting the G5 to the left of the g3x?

Makes sense. Thanks!

I'll have the opportunity to fly it for about 50 hours before the avionics shop will be ready.

Hey All, I just closed on my Mooney today! Very excited. However, there are a few things it needs to be it's best. First, I am sending the engine to overhaul with Jewell Aviation. It's going to get the DLC lifters and has the Horsepower Plus STC already installed (not sure if it actually provides much benefit, but now I can get a high performance endorsement ). It does have a dual mag. I Iooked into an engine swap to get roller tappets + twin mags, but this was roughly 2x the price. With the DLC lifters not 100% sure this would be worth it medium term. Second, and more to my question I am planning a full panel replacement. See some of the key parts below. I am a little concerned about fitting both the 10" and 7" displays. G3X Touch 10" (GDU 460 landscape display),PMA G3X Touch 7" (GDU 470 portrait display), PMA GTR 20 Comm, PMA (10W) GNC 255A Nav/Comm (10W) GNX 375 GPS Navigator/ ADS-B Transponder GMA 345 Bluetooth Audio Panel w/Marker Beacon G5 w/Lightning Protection GAP 26 AOA Probe, Self-regulating, PMA GFC500 for Mooney M20 w/ Pitch Trim Everything else is coming out. My questions: 1. Has anyone fit the 10" and 7" displays in an M20J? 2. How easily can the radio stack be moved to the right? I am thinking something like the attached image. I attached my old panel also 3. Is there anything structural behind the panel I should be aware of in this kind of arrangement? I really appreciate any insight of this group. --George

Thanks. Unfortunately, the seller landed on as is where is terms which I couldn’t accept. The airplane had damage history and had been flown only ~10 hrs a year for the last 14 years. So the engine was low time, but the airplane hadn’t really been flown much since a major repair. It’s too much risk for me to take on without approving a good prebuy.

No a bad idea. Thanks.

Thanks all!

Looking a purchase a 70’s J and would like to see if I can get a recommendation for a good pre-buy mechanic near Greeley, CO (near Denver). Aircraft had some substantial damage in the past, but seems to have been taken good care of in the following 10 or so years

I really appreciate everyone’s advice. Thanks!

I am frugal with a willingness to spend money where it matters. Flying is important to me, and aircraft ownership is a life long goal. I get it will be expensive. I just want to be smart about it and not get myself in a situation where I am spending way more than needed to achieve my goal. Sounds like turbo is not for me.

It’s going to me me and 1-2 friends most of the time. I am currently getting my IFR, I would finish my training in the Mooney. Solo flights to see family from NC to MD once a month when the weather is good. I probably don’t need a turbo strictly speaking. Cheap is good for me. I can afford It, but I am generally pretty frugal.

I am in North Carolina. I haven't needed to fly over the local mountains yet. They top out around 7k msl. So I can see my max altitude for mountains sake needing to be >8.5k.

The Bravo I saw has a Lycoming TIO-540-A1FB. I was politely corrected that this is a true turbo, not just normalized. That engine may exceed my willingness to feed it AMUs. But a J or a K could be good options for me. I am mostly flying for fun and to visit family so I tend to fly on good weather days. Perhaps the Bravo is too much airplane for me.

Hey All, I am new here, but have adored Moonies since my uncle took me for a ride when I was 6. I have been looking at purchasing a 90's J model, and can't help but notice the Bravos on the market. I understand that turbo normalization will reduce the degradation in performance altitude causes normally asperated aircraft, but I am more interested in the additional costs of turbo vs non-turbo. I don't strictly speaking need to travel 200+kts at 25k ft, lol. Are their additional overhaul requirements, how much, how often do they go bad, etc? Can I expect to pay more in insurance for a turbo vs non-turbo? I really appreciate all of your help. I searched for turbo maintenance before posting, but didn't find anything on this topic. --George