Jerry 5TJ

When I used to do avionics installation as a side gig I would estimate the costs up front. However, I made it clear that I would invoice for my time based on the actual hours needed and I didn’t offer fixed price bids. Some people were comfortable with that. The variables in retrofitting GA radios and wiring are huge. I found it impossible to know what I would find in an airplane until tearing into the undocumented mass of wiring behind the panel. I can visualize the “quote engineer” at a major avionics shop has a list of approximate labor hours based on the shop’s history for each box and feature. There probably is no “detailed quote.” All that said it is easier to bid a panel makeover such as yours because almost everything will be removed and all new harnesses installed. The real nightmares came from requests to “just put in X and hook it up.”

What is this thing people keep talking about, a “knob?” Is it, like, a backup for a touch screen? And if so why would you use a “knob” instead of voice commands?

I just got a Mini 5 to replace my Mini 2 (the one with a hand crank...). Nice upgrade. I selected the 256 GB version because ForeFlight by itself is using 48 GB of that. I suppose I don’t REALLY need all of North America loaded — but if I have to divert to Gander, I’m ready.

Me either. But a CJ3+ would be fine.... However, I find a SETP is cheaper to run than a Baron. Ignoring CapEx.

If I ever get a plane with two engines I don’t want a propeller on either one of them.

If you’re not planning to do any maintenance of your own, you might consider finding a local A&P and put him/her on a monthly retainer. Besides oil changes, lubrication, maintaining tire pressures, 28 day database updates & etc. there’s always something to do that can fill 3-5 hours a month. The value of having an existing relationship with a good A&P will be evident as soon as something on your Mooney breaks.

The July PPP has been cancelled but this one in Santa Fe this August is still on the schedule. Safety Foundation Dates 2020

I’d advise you take an experienced ferry pilot along with you the first time, one who has done Atlantic crossings in a light aircraft.

On a positive note: Aside from the student next to me all other people are a couple thousand feet away.

The in-wing RCA Weatherscout radars could, on a good day, see a cell at 10-15 miles. The small antenna had especially poor performance in the vertical axis so ground clutter obscured most cloud returns. I doubt many remain in use. Some Bonanzas also had that radar option. Early PA46 Malibus offered that system 1984-88. PA46 Mirages were fitted with the pod-mounted Honeywell Radar starting in 1989 which usually can paint embedded cells 30-40 miles out and isolated storms at 80-100 miles.

“Making an offer” means presenting information about yourself and making a case as to why Bob should sell it to you.

Some of the CFI on the list either do not or seldom do instruction for the private pilot certificate as liability to the instructor is high. Before any student pilot buys a Mooney with the idea of training in it he/she should check first on the availablity of insurance coverage a qualified and willing Mooney CFI to work with It can be done but ... caveat emptor

Now that’s a clean panel! Hard to beat this useful load improvement. I assume you wear your VR helmet.

Sure. It’s the NespressoTXi.

I like it. I’ve been waiting for an update to the 796. After Garmin ships a few thousand I’ll buy one for the copilot panel which is ready to receive it:

So, get your position on that list now. The turnover may quicken. For several reasons. Plus, it is likely your quest for the right plane will take considerable time....then add a few more months to get it airworthy. Two years can pass quickly.

Nice looking battery system with integrated Battery Management System. I have talked to several of the vendors of aircraft Li batteries. This one is representative of the offerings. The price is good for the capacity. This battery shouldn’t be installed in the engine compartment (as in the C model) due to temperature limits. The battery’s limitation on alternator output of 80A could be a problem for newer long-body Mooney planes which have 100 amp alternators. I am looking forward to a 28V 15A-H version becoming available.

The Signature facility at JFK is good and has facilities for client and crew comfort.

I have been it and out of JFK twice this year. No problems: Approach slides you into the stream, Ground progressively taxis you half way to Albany, the FBO fees are high.

Nobody knows. Consensus is -- change both oil and oil filter frequently.

Aside: The rental 172s at the local flight school get an oil change every 100 hours. Of course that happens every 3-4 weeks.

One of the local flight schools, which BTW is not scheduling any dual instruction, has a Redbird AATD. A few pilots have used it recently (solo) for practice and maintaining IFR proficiency.

Unless you bought the shares on margin....

Yesterday (while droning along at 15,000’ with George flying GPS direct) I turned on the ADF receiver. Yes, it’s still installed. Of the 6 nearest NDB stations (helpfully listed by the GTN750) only 2 were actually operating. Pilot radio navigation skills aren’t that useful when the navaids have been neglected or shut down.