Narrative:

I drove to pick up my mooney; which had been in the shop for 5 weeks getting new avionics. I replaced the gyros with an aspen evolution and also added in a gtn 750. I've had the aircraft [for almost one year] and have flown it about 35 hours out of the 1500 I have. I had prepared for the installation by using garmin's online course; reading the manuals; and I recently completed my BFR in a 172 with the G1000. I thought I was comfortable flying with the new gear and intended to practice with it VFR on the way back. The work had be delayed a week and my wife and I intended to fly to go camping for the weekend. When I arrived; the shop was still debugging an issue with the DME. Originally I had planned to be at the shop for no more than 2 hours to pick up the aircraft but it was delayed 4 hours and I felt rushed to get home to pick up my wife and go [on a trip]. Nothing good ever happens in aviation when you're rushed. I waived a test flight with the shop since I wanted to get going and they had already performed two prior test flights without me so I didn't think I really needed it. I started the engine and thought I'd get a quick clearance since I just wanted to head east VFR. I got a full clearance and wasn't ready for it and messed up the frequencies which threw me off; especially with the new equipment. Several times I talked on the wrong frequency as I misused the swap feature on the radio. I was already getting behind the airplane. During taxi I noticed my cht was pegged at zero. I thought it just needed time to warm up but it never left the peg. On climb out I got nervous about the cht and was checking my cowl flaps; didn't have the approach frequency; and was getting used to new avionics. It was too much and I got behind the airplane. Departure told me to maintain 1600 and I thought I was level but kept checking the cht and drifted up to 1900 where ATC alerted me and told me to turn. I got within 800 of a [commercial] flight but on the phone ATC said it was a suspected deviation. That through me off further and I told ATC I needed to head back to the airport as I was having engine gauge issues. I landed uneventfully and they gave me a number. What happened? I got behind the airplane bad; but it was from multiple things. Flying new avionics proved to be more of a distraction than I anticipated. I never ate lunch and was hungry so I wasn't at 100%. I was in a rush; waived the test flight and was eager to get back. I suspected something was wrong with the cht gauge; doubted myself; and went on anyways. After the issue; not being prepared for the clearance I should have immediately turned back and had the shop check it. What I really should have done was go on the test flight instead of my first flight being the test flight and even though I thought I was prepared; the issues I encountered pushed me behind the aircraft. I think if nothing else had gone wrong I would have been fine with the new avionics since I have so much glass experience; however; I didn't have room for error. It was all too much. Looking back I shouldn't have been in a rush; should have stayed relaxed; and should have gone on the test flight. Assuming I didn't go on the test flight; I should have turned back and regrouped after the issue with the clearance; and definitely after the cht issue. This has really humbled me. I consider myself a safe pilot and watch out for the accident chain and here it unfolded right before my eyes and I didn't notice it. So what did I learn? New avionics can be a distraction; even if you have time with similar gear etc.; you can't be rushed. Second; don't ever doubt yourself; as soon as the cht needle didn't rise I should have turned back. Finally; be more critical of your own situation; being rushed was affecting my judgement and ability and I didn't stop to examine the whole situation. Having issues with the clearance proved I wasn't ready for the flight since I was rushing and it caused me to get behind the airplane. As soon as something happens you need to regroup. Writing the description of the situation; I feel I completely understand why this event happened. I will not allow myself to get into this situation again.

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Original NASA ASRS Text

Title: The pilot of a M20 reported becoming distracted by time pressure; an engine indication problem and advanced avionics familiarization; which led to several human errors; culminating in a successful return to the departure airport.

Narrative: I drove to pick up my Mooney; which had been in the shop for 5 weeks getting new avionics. I replaced the gyros with an Aspen Evolution and also added in a GTN 750. I've had the aircraft [for almost one year] and have flown it about 35 hours out of the 1500 I have. I had prepared for the installation by using Garmin's online course; reading the manuals; and I recently completed my BFR in a 172 with the G1000. I thought I was comfortable flying with the new gear and intended to practice with it VFR on the way back. The work had be delayed a week and my wife and I intended to fly to go camping for the weekend. When I arrived; the shop was still debugging an issue with the DME. Originally I had planned to be at the shop for no more than 2 hours to pick up the aircraft but it was delayed 4 hours and I felt rushed to get home to pick up my wife and go [on a trip]. Nothing good ever happens in aviation when you're rushed. I waived a test flight with the shop since I wanted to get going and they had already performed two prior test flights without me so I didn't think I really needed it. I started the engine and thought I'd get a quick clearance since I just wanted to head east VFR. I got a full clearance and wasn't ready for it and messed up the frequencies which threw me off; especially with the new equipment. Several times I talked on the wrong frequency as I misused the swap feature on the radio. I was already getting behind the airplane. During taxi I noticed my CHT was pegged at zero. I thought it just needed time to warm up but it never left the peg. On climb out I got nervous about the CHT and was checking my cowl flaps; didn't have the approach frequency; and was getting used to new avionics. It was too much and I got behind the airplane. Departure told me to maintain 1600 and I thought I was level but kept checking the CHT and drifted up to 1900 where ATC alerted me and told me to turn. I got within 800 of a [commercial] flight but on the phone ATC said it was a suspected deviation. That through me off further and I told ATC I needed to head back to the airport as I was having engine gauge issues. I landed uneventfully and they gave me a number. What happened? I got behind the airplane bad; but it was from multiple things. Flying new avionics proved to be more of a distraction than I anticipated. I never ate lunch and was hungry so I wasn't at 100%. I was in a rush; waived the test flight and was eager to get back. I suspected something was wrong with the CHT gauge; doubted myself; and went on anyways. After the issue; not being prepared for the clearance I should have immediately turned back and had the shop check it. What I really should have done was go on the test flight instead of my first flight being the test flight and even though I thought I was prepared; the issues I encountered pushed me behind the aircraft. I think if nothing else had gone wrong I would have been fine with the new avionics since I have so much glass experience; however; I didn't have room for error. It was all too much. Looking back I shouldn't have been in a rush; should have stayed relaxed; and should have gone on the test flight. Assuming I didn't go on the test flight; I should have turned back and regrouped after the issue with the clearance; and definitely after the CHT issue. This has really humbled me. I consider myself a safe pilot and watch out for the accident chain and here it unfolded right before my eyes and I didn't notice it. So what did I learn? New avionics can be a distraction; even if you have time with similar gear etc.; you can't be rushed. Second; don't ever doubt yourself; as soon as the CHT needle didn't rise I should have turned back. Finally; be more critical of your own situation; being rushed was affecting my judgement and ability and I didn't stop to examine the whole situation. Having issues with the clearance proved I wasn't ready for the flight since I was rushing and it caused me to get behind the airplane. As soon as something happens you need to regroup. Writing the description of the situation; I feel I completely understand why this event happened. I will not allow myself to get into this situation again.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.