Thedude

I'm based on KSBP, I didn't realize they limited transient parking time now, that's really frustrating. There have been a number of changes going on here and there's so much more big private traffic now (where the hell are all these gulfstreams and challengers coming from??), I have to assume that's why aci thinks they can charge on arm and a leg.

Even on $200k planes, an extra $6k a year isn't making sense imo.

Ya this is a very steep insurance policy into a business that could entirely possibly disappear in a couple of years (because that's just how things work with such a small market base).

Huh I thought them being different was normal, but I guess not...

I went to artcraft in smx earlier this year. I had a vague idea for what I wanted and they did a great job. Part of the time was in dealing with some light hail dents. It took two months, and I think they were maybe a week or two over the expected time. They accomadated me dropping in randomly and were quick to answer questions. On pickup I noticed they mounted one of the main brake lines different than the other, not sure if it would have been an issue, they also painted over the static system drain buttons under the plane, but I'm glad I checked everything thoroughly and they fixed all the issues quickly. I'd highly recommend going to them.

I just sent mine to aero accessories based on what I've been reading here. I get my plane back on Monday, so we'll see how it goes. http://aeroacc-vny.com/

I think that would work perfect, but my system is a 12v. Thank you for the offer though

I appreciate that, those are the photos I was able to take by squeezing my camera between the glare shield and the panel.

I have a g500txi with Garmin eis and no vacuum pump, so I think I have everything covered except gear.

I'm pretty sure that's who I contacted, it's $250 to bench test it and that's waved if I accept the repairs, but honestly I just don't want the downtime to deal with this thing more than I have to because I don't have a good mechanic at my field atm, that's why I was wondering if there was just something dead simple I could replace it with to avoid any future issues with it. Does anyone know if it's necessary for flight? Can I pull it out and rely on the floor indicator while it's being serviced -- I don't like that idea, just curious.

Ya I think I only see any reading on my CO monitor when I'm on the ground with the door open, and that I think maxes out around 5-8.

You don't happen to have a full list of mods do you?... How did a new windshield help?

The only thing I use mine for are the gear related annunciators. I have a g500txi with eis and so vaccuum, so I don't think there's anything on there that matters too much other than the gear related ones. What are the Eaton annunciators?

A couple months back I was having issues with my gear warning breaker popping during actuation and I started fiddling around with my annunciator panel out of curiosity. I didn't disconnect anything, but I took the face plate off and moved it around before putting it back together. Somehow that fixed the gear warning C/B popping (so something was shorting out before) and the test button fell off because the solder was apparently worn out at this point. I can pull it out and get it serviced, but I'm wondering if there's something simpler I can replace it with. Is it just a panel of lights? It seems like a big box just to do that, but ideally I could put something with LEDs in there and never have to worry about bulbs. It's an IAI panel, model number A8/1000H.

I would very much like to know more about this.

Thanks for the very detailed updated, but how did this ever work in the first place?

I just dropped my plane off at Barber aviation at KMAE at the recommendation of a friend that owns a bonanza. I'll have to report back on how it goes, he says they do great work, just not fast work, so we'll see. The owner/AP seems like a good guy though and they have a decent sized space.

From what you're saying, why would someone own a Mooney over an RV 10? I love my J, but you're going faster than my J (I only get 150 ktas rn) for close fuel burn (probably 10.9ish) and there's less complexity and lower insurance cost with fixed gear.

Sure, my original post was just relaying information I learned (apparently incorrectly) from my experience as a buyer. I didn't try to explain why that was the case because I didn't investigate it further to understand why. Aside from that, I'll reiterate what I said above, which was that I found the transaction very pleasant as a buyer and that I'm still happy with my purchase and my interactions with gmax and everyone involved.

Good to know, thank you for clarifying that.

But in this case I was talking to approach and following their instructions to "follow the freeway and make right traffic for 25" and I switched frequencies with no delay when they handed me off. My main question is whether that is sufficient to meet the requirements as stated in the FARs, and as far as I can tell from the comments here, it is, but that's all I'm trying to clarify.

This is what I'm asking to clarify, can you point me to the FARs relevant here? I'm more than happy to accept that I screwed up, I just want some advice on understanding what my responsibilities are.

I was talking to Santa Barbara approach for my whole trip. I was on 125.4, which is always the final frequency before tower when I fly down there and also the departure frequency. They handed me off 3 miles from the airport after telling me to make right traffic 25. I called the tower and they said I can't enter the Charlie without talking to the tower 10 miles out. That didn't make sense, but I was just seeking input, not looking to argue at that point.

So you disagree with midlifeflyer's post?

That's very helpful, thank you.