Marauder

See, Andy prefers blondes...

This is like asking whether someone prefers blondes over red heads over brunettes over black hair. I would paint a patch of metal and put it in the panel location and see how it looks. If the rugs and seats are a good contrasting color, then a sandy color would look good. I think the panel color is the least of the concerns a prospective buyer would have. If the seats were "not my color", I think that would have a lot more influence on anyone who considers that important. What is important is whatever color you choose, make sure they can silkscreen or etch the panel markings. Seeing you are using SEM paints and mentioning hole repairs, I suspect you are working with Bruce Jaeger.

Feeling the love Brian...

It is! F models first!

Amazing! Can't wait!

Look up Bruce Jaeger. He owns Spatial Interiors. He has a solution for replacing the louvre vents with eyeballs. He uses a much cheaper Wemac vent. https://www.jaegeraviation.com/spatial-interiors Sent from my iPhone using Tapatalk Pro

It looks like the Precise Flight standby vacuum warning lamp. Lights on low vacuum. Sent from my iPhone using Tapatalk Pro

It’s an STC issue. I spoke with B&C and they indicated only 1 Mooney (a K model) obtained a field approval. I know it would be difficult to get my Philly FSDO to approve one. I think if there was enough genuine interest and commitment, B&C might pursue the STC for our Mooneys. Sent from my iPad using Tapatalk Pro

Jerry - times are changing. With the advent of the internet, came the ability to instantaneously share information. Today, providing an electronic copy of the logs in my opinion is a basic requirement of selling a plane. It gives a potential buyer the opportunity to look them over with a mechanic of their choosing to determine any concerns. If you don’t have anything concerning in the logs, why not share them? Is it too much work to copy them? As for the 10% down practice. Why not just use an escrow service with a clear definition of the handling of the down payment? The internet rightly or wrongly has changed how people interact. Not be demeaning, but you have had several very public altercations on the internet with people you have interacted with. It’s not helping your ability to sell your remaining planes or the 50 years worth of inventory you mentioned (yes Jerry, the internet sees all). Sent from my iPad using Tapatalk Pro

LOL - “SNAFU”. I’d say he got derailed. Hope that those that installed his baffles don’t get stuck with an AD or some other form of action. Sent from my iPad using Tapatalk Pro

Joe - may not be the answer you want to hear. That bar supports the top of the avionics stack and I wouldn’t notch it. You look like you have also gone with smaller gauges below the new gauge. Have you considered having the right panel recut and make the holes smaller and move everything down? Sent from my iPad using Tapatalk Pro

Their link on the Beech site shows a lot of 404 error messages. If you recall, someone challenged him on the certification of his products and he disappeared for a while. The date of the FAA fine is June 2019.

This is what is on my 75’s overhead vent control shaft. Sent from my iPhone using Tapatalk Pro

I’ve been vacuum free for a couple of years. In that time, another Mooney owner has had 2 vacuum pump failures. I’ve been running the Aspens for 7 years and when I had a chance to ditch the vacuum pump, I did. No regrets. I wish a number of you “suckers” would dump your vacuum pump and join me in the quest to get a B&C standby alternator approved for our planes. Yeah, I know, I have “X hours” with the G5 or Aspen’s internal battery. But what runs your Nav/Com, transponder, pitot heat and electric landing gear? “Say NO to suction, yes to the standby charge” [emoji13] Sent from my iPhone using Tapatalk Pro

Sort of like a leaky condom... Sent from my iPhone using Tapatalk Pro

I feel like I am getting ripped off. $450/mth for a new standard T with electric included.

Mine purrs like a kitten.

I would be surprised if the rubber intake boot made it 29 years without being replaced. I've owned my plane for 28 years and have replaced it twice. It is an expensive part.

Probably because the 930s typically end up on the avionics stack side. When the 900s are stuck on the left side, the area behind gets pretty congested. My 900 sits on top of the center stack, but it is pretty tight there to get the D connectors on/off.

When Scot Philbin first introduced the CiES for the Mooney platform, there were a number of issues. As an early adopter, I lived through most of them. This included everything from him claiming that the JPI units were factory ready to accept frequency data (I heard an earful on this from JPI at Oshkosh), installation manual that was incorrect (he blamed the FAA for limiting modifications), wrong senders sent (he blamed his staff) and generally a lousy bedside manner from Scott. I think Scott has gotten a lot better at working with customers and I believe the majority of the issues have been resolved for Mooneys. Although I believe certain configurations (like the G1000 systems) are problematic. I installed the senders in September 2017 and they have been rock solid. No more "Fuel Quantity Mismatch" error messages. I have been able to tweak the JPI 900's fuel totalizer to within 0.5 gallons on every flight. The tank readings are reported in whole numbers. So, it may look like you are a gallon off but it is a rounding thing. Bob Belville was the one who clued me in to look at the raw data from the JPI to see that what you are seeing on the display is being rounded up or down. Still, within 1 gallon accuracy? Crazy...

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Wow! I guess they aren't making enough on the hardware.

The card is a standard SD, the issue is Garmin/Jepp have a loader ID file on the SD that recognizes it as a database card. That is how they were justifying the $150 per card to replace a lost or defective one. Someone posted here a duplication process that I used to make another GTN database card to have as a spare.

Bill - the issue you are speaking about is an Aspen issue, not necessarily an issue with your pitot static system. The Aspen can go out of calibration and will need to be adjusted by an avionics shop (as GeeBee mentioned above). If your Aspen has older firmware, it might be worthwhile to have the firmware updated while they re-calibrate the Aspen.

As an avionics junkie, I could spend your money a million different ways. Instead, I will provide considerations. I would not look at this as a short term solution for now if you have ANY future plans for avionics upgrades. I have learned that if I had planned for my future avionics earlier, I would have saved money by not repaying for work a second time. There is one exception, the engine monitor. > You are flying behind an expensive engine. I would make sure whatever monitor solution you select has the ability to show all critical data points in flight and has the ability to download the data for someone to look at. The folks at Savvy have helped me numerous times interpreting strange engine data. And for the 830 to 900 comparison - I originally installed an 830 only to pull it 18 months later for a 900. Why? When a factory gauge fails, it is a PITA to pull the gauge and send it out for a repair (plus pricey). > As mentioned above, the StormScope is a real time tool and regardless if you are flying around thunderstorms or not, it has value. My WX-500 will show real time strike activity of building cumulus clouds. People think that a StormScope only shows thunderstorms. It doesn't. If a cloud is building into a thunderstorm, I will see those strikes and it indicates the potential for turbulence associated with the building cumulus cloud. Good luck on the decision. Avionics Junkie