Marauder

Tim - my Aspen ACU (my version of the EA-100) has a separate breaker. Sent from my iPad using Tapatalk Pro

You talking about these? Excuse the rather large squashed bug. Sent from my iPad using Tapatalk Pro

As others have stated, doing it all at once will save you significant money. The labor costs are in the opening of the plane and panel and all of the required wiring and hardware installation. The more that can be done at once, the cheaper it will be. Before spending a penny though, think through your ownership situation. If the plane is a keeper like it is for Bob, Dev and myself, then by all means make the investment for everything you want and need. I will say as a long time owner of the same plane, I wished I had jumped on the certified GPS bandwagon earlier. But until 2012, ILS, VOR and heaven forbid NDB approaches were mainstay for me. It was only until the VOR approaches began getting decommissioned that I looked at a panel mounted GPS. If you are flying in the system a fair amount, then having a capable autopilot lightens the workload. And a glass panel really adds a lot to the IFR experience (heck even VFR flying is more fun). I did my upgrades piecemeal and know I did what any good army officer would tell you not to do “don’t pay for the same real estate twice”. I started way back in 1992 with an engine analyzer. I consider it a critical tool for single engine flying. I followed up with a fuel totalizer in 1993, a new NavCom in 1994, a slide in TKM in 1995 and then the big upgrade of a full function autopilot in 1998. That last upgrade really pointed out that I was an idiot for hand flying IFR 200+ hours a year for 7 years. In 2012 I was at a crossroad. I knew I would be retiring within the next 10 years and I thought long and hard about what my retirement flying will look like. That is when I gave up the vision of flying a higher priced plane. I’m based on the east coast and although getting up in the mid teens would be nice for both summer and winter flying, the need just won’t be there. That is when 92V became the “forever” plane and the more serious investments began. I completed the panel with the exception of upgrading the Aspens to the Max and the autopilot to the 3100. I did come real close last week to seriously pulling the Aspens for a 10” G3X. But when you see Don Kaye spending $24k for a Garmin GFC 500 autopilot you need to stop drinking the Garmin Kool-Aid and stick with reality. I priced out I would need to stick in another $40k (G3X, GFC 500 and G5) to get the same functionality of an Aspen Max with the 3100 would give me. Put down the cup and walk away from the Kool-Aid. I have nearly finished the interior (just need new rugs) and have been working with David on doing the Gen 2 of the SabreCowl followed up with new glass and paint by next year. Sit down when you look at his picture. I will say doing the interior has a lot of benefits. First it gives you the feel of flying something newer. Secondly, it is a statement point for your passengers. If you have nervous first time flyers, having them sit in a worn cockpit does not promote a good mental image especially if a knob falls off or the wind-lace hits them in the head. And you know you have arrived when you begin pimping out the ride! Sent from my iPhone using Tapatalk Pro

Looks like they were messing with your yokes. You’re in a 90 degree bank! [emoji1787] Sent from my iPad using Tapatalk Pro

Don’t fear, they submitted a 337 for it. It’s A okay... Sent from my iPad using Tapatalk Pro

I’ll add a little commentary about this topic. When I was based further north, my IA approached the local FSDO about adding a sub panel in my plane on the pilot’s side of the panel. The FSDO said nothing was needed other than a log book entry that it was installed. Fast forward 19 years. I am now located further south and am in the middle of an avionics upgrade. The local FSDO happened to be in the avionics shop reviewing their certification. They see the sub panel and tell the shop it is strictly forbidden. They required the sub panel to be removed. Fortunately I was making space in the panel with the upgrade and was able to move things up and eliminate the sub panel. So, even the “authorities” don’t agree on these topics. I suspect that is one of the reasons the FAA is trying to consolidate these functions into a central function. Sent from my iPad using Tapatalk Pro

I saw the initial reports on the accident. Looks like it was just the pilot onboard. It is sobering and a constant reminder never to let our guard down. Sent from my iPad using Tapatalk Pro

That looks GREAT! Nice job! Care to make one for an F model? [emoji16] Sent from my iPad using Tapatalk Pro

[emoji6] Sent from my iPad using Tapatalk Pro I look at it as what’s the worst that could happen if you popped out of those holes? You’re already flying from the back seat.

There is a significant change between the 74 and 75 F model panels. The 75 models have a 201 style panel. His picture looks like a 74 style panel. Here is what an original 75 looks like.

Why do I always think of this movie when Yetti tells us about his seating experiences in a Mooney.

I knew an instructor once who had his license suspended. People who flew with him thought his approach to teaching was impeccable and well prepared. Only after he did an off field landing in his own plane due to fuel exhaustion did his history of multiple priority handling for fuel emergencies come out. Apparently he was good at teaching others to "do what I say, not what I do".

Their definition of a successful flight might differ dramatic from your pilot friend's definition. As Hank pointed out, they are questioning his decision making and preparation through the whole IFR flight process. This wasn't a "he busted altitude" discussion. Like I said before, your friend and the FAA know the whole story. From the additional information you provided, something noteworthy happened on that flight that caught their attention. And since they don't sit in the ATC hubs listening for problems, something transpired that caused it to be reported.

It's hard to provide advice since the details are known by the pilot and the FAA. Something transpired on that IFR flight that caused the FSDO to get notified. Could have been a number of things but the FSDO usually doesn't get involved unless there is some sort of pilot deviation that was reportable by ATC. Could have been a number of different things but hopefully a controller on our site could provide the things they would have been required to report. Based on what you said the letter stated, if it was worded this way, they felt he did something that caused them to question his decision making or his actions commanding that flight. Again, without knowing how/what occurred on the flight it is hard to say what they are concerned about. Did your friend tell you what they were going to do on the check ride? If he is a competent pilot as you say, the check ride will prove that out.

Hey I want to hang out with the cool kids too! Instead I get to hang out with the cheap old guys who like fat girl pictures [emoji21] Sent from my iPad using Tapatalk Pro

My 75 F had the coffee grinder on the bottom and nothing on the top. If you elect to keep one and convert it to a strobe, I would keep the lower one. I think a top strobe is a bit annoying at night (reflecting off of the prop and wings). Sent from my iPad using Tapatalk Pro

Let me help you Mr. OCD. [emoji1787] The RG-400 bundle you see is actually all of the L-3 wiring coming from the active traffic antenna. The single RG-400 coming down from the top is the GPS lead from the roof antenna. The black RG-58 coming from near the hat rack is the VOR cable and was replaced after this photo with RG-400 and it still runs along the side with the VHF cable. The second comm cable is the black wire running in the bottom bundle. It too was removed and replaced with a RG-400 run. The Com 1 antenna’s cable runs forward of the baggage door and down under the passenger door to the panel. Since upgrading to RG-400, I can safely say, everything works perfectly. Sent from my iPad using Tapatalk Pro

Glenn, good luck with the project. With your A&P, you’ll be able to do a lot of the work yourself saving a sizable amount of money that a non-A&P would pay guys like the Air Mod folks. I would concentrate on the airframe health first. I’m sure Dave, Shane or Eric told you where to look for Mooney killers like the wing spar or tubular frame. If the airframe is healthy, then working through the issues will be nothing more than time and money. And oh yeah, get that pilot’s license! Sent from my iPad using Tapatalk Pro

And BTW, if you didn’t purchase the MFD backup GPS, your MFD RSM will contain only the AHRS, OAT probe and magnetometer. Sent from my iPad using Tapatalk Pro

The backup GPS is standard on the Aspen PFD and an option on the MFD. The backup GPS only comes into play if your panel mounted GPS fails with an ACTIVE flight plan loaded in it and has already transmitted to the Aspen. Once it is in the Aspen, the flight plan will show up on your PFD and the heading to each of the waypoints will display as if your panel mounted GPS was still active. You cannot change it but you can navigate with it. If you have a MFD 1000, you can port over the GPS function and flight plan through the reversion function. Sent from my iPad using Tapatalk Pro

Where you really notice old pucks is on electric gear planes, with squat switches and nice cold days. You can’t get the gear up because the donuts which are already dried out to some degree, won’t expand to activate the switch. Sent from my iPad using Tapatalk Pro

The pink stuff was not required to be pulled with SB-208. Mine has it as well. I think it was required to be pulled in the areas where water could seep down below the window seals and onto the fiberglass mats. Sent from my iPad using Tapatalk Pro

I’ll check it out. Thanks. Sent from my iPad using Tapatalk Pro

There seems to be some confusing information being put out there. Garmin Pilot posts FBO fees which I think are based on AOPA data. Skytech is an FBO that I have used at KDMW. I didn’t realize the two were connected. Never was charged a fee overnight at the one in the north if I bought gas. Garmin Pilot shows these fees. Was surprised to see these prices for a Mooney. They also show similar prices for Beeches, Piper’s and Cessnas. Sent from my iPad using Tapatalk Pro

I thought you retired when we were still using transparencies using acetate slides? [emoji1787] Sent from my iPhone using Tapatalk Pro