OR75

what you/he needs is the wiring diagram of the avionics pieces that you want to remove or add. You can find most online. including the KNS80 - what indicator is it connected to ? - is it coupled to an autopilot ?

As i wrote earlier in this thread , i am afraid that the shop that did the work may be right in doubting the competency of your avionics person. Not sure how you picked him but it may be worth seeking another opinion.

Kept the D mag ?

I see one real benefit of the Aspen: it helps get more space behind a Mooney panel and reduces weight / sag of the panel. For sure it looks great, but I am not convinced it will increase safety or accuracy

Lots of coffee breaks in a 180 hours

Best thing you can do is have someone you know that has been involved into maintenance or has done an owners assist annual. Buying an aircraft is an exciting time , so you would not have to twist anyone arm to come along

the KNS 80 install manual is not aircraft specific but rather dependent on what other instruments you have in your aircraft (indicators, autopilot coupling). The only links to the aircraft are two wires: ground and voltage (these should be easy to track from the back of the avionics unit and one of them usually goes to a labeled circuit breaker). With time installs can get messy. But in this case you may want to be sure your avionics guy knows what he is talking about.

I have flown that route before (although based on the left coast now) Straightforward. My route east of Page / Grand Canyon was based on fuel cost. Airnav is a great source with hotel availability in case you want to stop overnight A few good stops to consider: Page (PGA) - proximity to Monument Valley - lake Powell - nice town and FBO Sedona (SEZ) - beautiful - watch for strong winds - nice restaurant on the field - nice hotel walking distance from the field - nice FBO - leave early - tricky airport - fly safe Grand Canyon (GCN) short bus ride to the park Flagstaff (FLG) - nice size town to spend the night - Meteor Crater Bullhead City (IFP) - lower profile than Vegas - great FBO - great ride on the Colorado river Las Vegas (LAS) - great controllers - free shuttle - walking distance to the strip - don't hesitate to go there if you are staying less than 2 days (else it gets expensive) Places to avoid: Grand Canyon West - sounds good but once there you are stuck with taking a tour - not my cup of tea, so I took off right away fly safe watch for density altitude, gusty winds

The only time that alarm is a nuisance is when I help my IA do the gear retraction test during the annual. This is a picture of the LG safety bypass sensor

got that on both tires or just one locked ? Not sure if you intend to do it by yourself but changing a tire is allowed by the regs and fairly simple if you have a jack. May be a good opportunity to buy jacks if you don't have a set.

If you can recall, AOPA pushed very hard for the ADS- B mandate. In my opinion GA got screwed in the deal with airlines being the big winners with potentially lower separation requirements and huge fuel savings. That was the days when AOPA thought that its members were all going to fly jets. GA gets free on board weather and traffic. Sounds nice but in reality not a big advantage as most of the flying we do is 300 NM or less. anyone has a statistic on the distance flown by GA single engine aircraft ? Twins ? Jets ? Now that i ranted enough, answering the question: I am waiting for the FAA to re-write part 23 to see what i will do. Procrastinating at the same pace they are.

If Mooney wants to sell aircrafts in China and in the emerging markets, it will need a Diesel / Jet-A engine option plugged to its medium or long body airframe A new Airframe certification is a big beast to tackle that Mooney probably cannot afford yet. An engine STC hould not be. The Mooney frame is strong enough to carry a heavier Diesel engine (refer the rocket mod) The good relationship with Continental in that respect makes a lot of sense. (while Lycoming primary objective is the 100LL replacement)

my home computer is a Mac .... no problem there work computer is a PC with IE8 (part of the 58.01%)

A bit off topic but the mooney.com website does not seem to play well with ms internet explorer . Maybe just me . Anyone else experience that ? Makes it tough to find SI, SB and ADs I will look for the AD on the faa site but I like to have access to SI and SBs

It should be a quick disconnect ( spring loaded). Lift the small cylinder to free the ball

the mods should be spelled out in the STC and the impact should be spelled out clearly in the STC. It may become very complicated when you start mixing STCs

The simple answer is that if that part was TSO approved, it would say so on the Manufacturer's tag: it would have the P/N , S/N and TSO number

i get the cheap ones made of cork material and always have a few in stock each time I open the cowling, I check that the bolts are snug but not too tight once in a while I change the gasket

I believe they invented a few aviation related words like fuselage , empennage , aileron ... But usually you don't need to yell those at ATC . To your A&P maybe.

The "Aspen 1000 PRO VFR" is IFR approved. (see TSO list) It is basically a glass AI / DG / VOR/LOC/GS

Out of curiosity: Anyone installed an Aspen 1000 VFR PFD ? Much cheaper (~5000+install) and would be a great replacement to your HSI. Especially if you already have a GPS with moving map. In my humble opinion their naming of the unit is a bit unfortunate as it seems to infer that you cannot use it for IFR which is not the case. If you have a GPS with moving map, you really do not need the situational awareness that an HSI provides

Electrical tach have a slower response time than mechanical tachs

All right .... Option 1 is a nice afternoon job including happy hour after Option 2 is a PITA job with what sounds like two strong guys wrestling with crow bars. How can I get option 1 ? Do any hoses need to come off ? Accessories need to come off ?

How easy / difficult is it to change the 4 mounts ? I would not mind changing them on my J to get rid of the sag of for possibly a smoother ride.

If i was to fly the BFI to ORS , i would head toward Skaggit (BVS) then ORS and plan to stay outside C however, within radio reach of Whidbey ATC , ask for the short cut direct to ORS. That will keep you over land for most of the time. Not being able the land at the NAS does not mean you cannot go through that airspace.