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The G5 and Aspen PFD have many similar features. Where they differ is several areas. What they have in common are the basic features: AI, tapes, VSI, altitude alert, single cue flight director, horizontal and vertical command bars, GPSS, etc. The Garmin HSI can take multiple Nav sources and will display two. The Aspen will display 3 (Good for crossing radials etc. ). The Aspen has the ability to display V speeds. I didn’t see that on the G5. The Aspen PFD has a moving map under the HSI, the G5 doesn’t. The HSI can be configured only in a compass rose on the G5, the Aspen has the ability to display an arc mode. The Aspen has autoslewing. Not sure if the G5 does this. Both have an altitude alert but the Aspen has the ability to place a second altitude for an MDA or DA. If you have a radar altimeter, that altitude can be set as well. The Aspen has a built in magnetometer. The G5 has it as an option. The G5 can control the GFC 500, not certain what the Aspen will be capable of doing with the GFC 500. The Aspen comes standard with an ACU to control most analog autopilots. You may need the EA100 for King APs. G5 needs to have constant GPS input from a navigator. The Aspen has an emergency GPS that will keep the flight plan active. The Aspen can display traffic and weather on the HSI. It will also trigger a traffic alert message. The G5 cannot. The Aspen has a built in temp gauge for OAT. The Aspen has a data field that shows the next waypoint, the distance and ETE. The G5 doesn’t. The aforementioned SVT is not available on the G5. If you have the Aspen SVT, it will show traffic on the AI, terrain alerts and the ability to set 3 different SVT configurations. Where the real power in the Aspen setup is with an MFD 1000 added in. You get full redundancy of everything from the PFD including autopilot control (analog). The MFD has a redundant AHRS and all the other sensors. Plus multiple views ranging from a single page to three pages displaying different information. Sent from my iPhone using Tapatalk Pro

I can provide a CAD and machining service to cut the backplate for a flush mount for single and dual Garmin G5 installations. The latest G5 installation manual gives instructions for cutting and trimming the Garmin mount, or instructions for fabricating a plate and spacers as shown. The location of the 6 (4) screws is discretionary, I can move them around as required. The top plate shown can be used as a drilling / cutting template. Aerodon supercub180@gmail.com.

I can host on either of these weekends!

Yea, in my plane, it seems instruments were approved to go randomly anywhere. Haha.

I find the MFD a major plus for IFR. If I didn’t have the Aspen MFD, I certainly would want something to display weather and traffic. Here are a few traffic and weather shots. This is a storm I am flying towards. And the associated SIGMET downloaded to the MFD. Traffic on the PFD. I have it set at a 3 nm range. You can see the traffic that is on the MFD (set at 5nm) show up on the HSI’s map. Sent from my iPad using Tapatalk Pro

Extra CB points if you reuse the Brittian label

If you have a printers and some labels, you can make them just like Brittian does. If you pull their part number label off you will find the manufacture information. Fram G3

Those prices are for installing a reman’d LB. I suppose that is with a core credit. I do have a thought for you. At around 1400 hours I had my engine IRAN’d here locally, I had had to make an emergency descent to a landing (which worked out well) but we were concerned about the engine. It cost somewhere between 7 and 8 AMUs, and they did a superb job. It was not a field overhaul, I did not get a new TBO, but they went through the engine very thoroughly. The engine was much smoother, and I have had several Mooney CFI’s remark about it. They are Bolduc Aviation at the Anoka airport in Minneapolis (acutally, Anoka, which is a suburb). Might run it by them and see what the cost would be. If I recall correctly though, making a GB into an LB may involve enlarging the ports where the induction system bolts to the head. Yes the engine plate will still say GB.

A pre-nup is like flying a Cirrus... you know what you're doing is stupid, but you've got that parachute.

Just a quick update before I am off to work. It's getting close. The alternate air fits very nicely in the new intake. David and I were collectively holding our breath that it would fit with no problems. David is finishing up the baffling and I am hoping to get her back after Wednesday (stupid work getting in the way again). I am excited to see how the new intake performs! David is louvering the bottom panel as a first step to solve increased temperatures. I will post the results of the endeavor. Keeping fingers crossed for a large decrease! That's it for now.

I'm ordering one of these today. Wife and I went flying last night and after a 30 minute flight both had headaches. Cabin heat was off and all vents were closed. I have a brand new complete exhaust system on the plane, so I wouldn't think CO would be an issue, but that is WAY too big of a coincidence to risk another flight without a CO detector. FYI... the discount code airplane2017 still works, 20% off.

There are 25 plus airplanes here. Big fun. More flying today!

Ahh, rivets are easy. We wrap semi-trailers all the time that have hundreds upon hundreds of rivets. You just have to have the right tool and it's very very fast. The vinyl we use conforms easily and doesn't 'lift'. Also, I wouldn't be wrapping the entire plane, just adding some graphics, so I wouldn't have to hit every rivet. The loose rivet issue, I could see. I wonder if the vinyl would start failing in the area where you have a 'smoking' rivet? I guess, if it's legal, worst case is I could do it, leave it on for a few months, then remove it to see if anything was 'off'. Literally it would take me only a few hours to do the graphics I'm interested in. Here's a couple pics of stuff I've done. The Tahoe was black when we started, and as you can see, I even wrapped the wheels. The RV was tan.

Hey Guys, I just tested my new engine pre-heater this morning and wanted to share. I don't have the luxury of a hangar or electricity so I couldn't use the "normal" engine heating methods. Luckily, here in South Carolina the need to pre-heat an engine doesn't happen all that much. But when it does, I didn't have access to a good solution. So I built my own. My requirements where it had to be self-contained and able to function without having to be attached to any other service, lightweight, and small enough to fit int he baggage compartment in case I wanted/needed to take it with me. This ruled out every option I was able to find. What I ended up building was a diesel/electric powered heater. The heater is a 5000 watt diesel heater that is typically used in cold climates to preheat cars or to keep trucks/campers warm without running the engine. I mounted this in a toolbox with a small motorcycle battery for power and a small 1 Liter fuel tank for scooters. There is an intake on one side which I will add a filter to later and an output on the other with a flexible duct I can put into the cowling. The control is on the outside so there is no need to open the box except to charge the battery or add fuel. The heater is flexible fuel wise so, in a pinch, it would also run on jet fuel or kerosene. Maybe some of you snowbirds on mooneyspace can offer some feedback on ways to make it better. --Adam

https://www.beechtalk.com/forums/viewtopic.php?f=34&t=135337&start=0

Yes, single $50 / Double $75, although the reality is they both take me the same amount of time to setup and make.

Hi Iain, the part number should be 071-4025-00 Hendrik

I use a simple 7 day timer which powers an external relay. Works great for my needs and safety powers two 750 watt heaters. I’m normally at the hangar every week and just set it based on my work schedule and predicted weather. Interior and engine are normally at 75 when I hop in. A family member has an old remote beeper box that still works great (modified for cell phone) after 15 years.

The idea is to have certified/PMA/ sensors attached to the engine a bayonet connector (just like the ones Mooney uses) to connect the electronics box and then thumb screws to connect the electronics box. If the electronics box could survive on the engine side of the firewall, all the better so no punching holes in the firewall. Since it is wifi to the HMI, totally removable in about 2 minutes without tools. There is nothing to sign off other than the sensors attached to the engine. If we use Garmin G1000 sensors those are from the factory so no STC needed. JPI sensors would need the STC.

I agree with this 100% especially with the shotgun panels that were original. However, for normal panels they specified, in the first few pages of the installation manual, that all other primary instrument remain in their current approved locations. But IMO as long as everything’s retained there should not be a problem.

Garmin now makes a flush mount for the g5s http://sarasotaavionics.com/avionics/g5-flush-mount-kit Aircraft Spruce also carries a non-PMA flush mount

You need to pull both ailerons up at the same time to remove any slack in the system to see where they sit when "loaded" in flight. Static sitting they will always droop a little. To rig then you need to start at Point 0 in the MM and work your way out to the wing tips.

I hear you, but it's a piecemeal job as the years go by. I did the lower half of the landing gear trusses last year, which you can see here. To do the upper trusses I'd need to compress the shock disks and separate the upper and lower trusses again. That was a tough enough job with the gear mounted on the airplane, lots more trouble with it out. I think we'll make do with a thorough cleaning. I've only got so much time off from my real job, and the airplane has never been a beauty queen anyway.

Cool. G5 just has altitude bug.

Flush mount definitely. This photo is not current. The 510 was replaced with a 660. (Awesome, way better). And I’ve pulled the D2 and I’ve not decided if I want to move my ki209 up and move the strike finder to bottom right or the jpi830. If I had done it all over again, I would have flush mounted the 660 in portrait format right of the G5s , then I would have synthetic vision poor mans pfd

Thanks for the invite and same goes for you if you’re in East TN. A dual G5 install is definitely much more than single. As mentioned earlier, it gives the green deviation bars on the AI also, like the aspen. I didn’t know the minimums Call out feature was standard on the aspen. Do you have to keep a data subscription on the aspen for that? I set my Aera 660 to call out 500, which is nice, so I know what you mean. The G5 hsi shows next way point distance, ground speed and other stuff I’m still getting used to. In fact, with the latest firmware, there is redundant info on both G5s, but I think garmin will eventually clean things up in that respect. For example, ground speed is displayed on both screens. Just needs to be in one place rather than waste realestate. With dual G5s you get two knobs like the aspen, controlling different functions. Perhaps the biggest selling point to me about dual G5s is the reversionary independent battery backups with primary certification. I really would like to fly an aspen one day under the hood though.

@Browncbr1 and @aviatoreb The G5 certainly gives you the basics. If you're looking for what is required for IFR flight, then the G5 is enough. But the additional features on the Aspen are worth the extra to me. I have course deviation markers both horizontal and vertical on the top half of the Aspen. They are grey when the approach is loaded and turn green as the localizer and/or glide slope is acquired. I also have the Minimums for the approach which will give me a green to yellow to red indication as I approach minimums. I really like having the OAT, TAS, Wind speed and direction. None of this is required when the KFC150 is shooting a full coupled approach. But if I'm hand flying it sure makes a difference. It's also nice to have during enroute segments for adjustments to altitude and course. Of course it can all be calculated but it's nice to have it displayed in real time. Because the Aspen is a single unit with the HSI/DG, there are some really nice features here as well. I like having the course including waypoints, turns, holds, etc depicted on the HSI. This can be zoomed in/out/auto. I can also overlay two additional needles on the HSI. So for example I can have the HSI needle slaved to the GPS, another needle so a VOR, and a third needle to a second VOR or GPS or other Nav source. The needles are different "font" and so easy to recognize. In the corner of the HSI is track/time/distance to the next waypoint. This is again nice to have when ATC asks for a position or asks me to report X miles from the IAF or something similar. Finally I can display the HSI as a full circle (best during an approach) or a half circle (nice for enroute). All of these are standard features. None of this is required and might not even seem like much. But I've flown just over 100 hours since June, with both an Aspen PFD and G5 front and center in my panel, and I see the difference and it's significant to me. I'm not trying to sell any Aspen units here. From the research I did, I decided the Aspen PFD was the best decision for me. As I mentioned before, I didn't pay retail but got the PFD off of Barnstormers at a significant discount. But then I rarely if ever pay retail. I prefer to take my time and collect the parts when I can to save some money. So just sharing my personal experience. If either of you are ever in the Austin area, you'd be more than welcome to go up in my 252 and see the two units side by side for yourself. One final note... I'm not a fan of Garmin's move to a single rotating knob. It's not super easy to get to all the settings you want from that single knob and I find myself going to quickly, changing the wrong thing and having to reset and do it again. That's the G5.

I have yet to fly behind a G5, but have flown a few times behind an Aspen. I find the Aspen throws a ton of information at you in a somewhat small screen. But once you adjust your scan and learn to interpret all of that info, it is nice to have. I have yet to realize the benefit from SVT for the type of flying I do. Granted the tallest thing you might run into where I fly is a wind powered generator, but you always have the MOCA to keep you safe. I guess it could be one of those things you don't realize you need until you REALLY need it... but both the SVT and AOA features offered from Aspen increase the gee-wiz factor (which by the way, is still a factor to me). One thing that I do like about Aspen and not about the G5 is how well it plays with my Stec 55x. I like how I can preselect an altitude to drive my AP on the Aspen. If I could do that with the G5, I would save a few AMUs and go the Garmin route.

FWIW, I'd like to commend you for being really wise about it and exercising responsible good judgement in doing that. Odds were that it was okay, but why risk your life, your family and unsuspecting pax. Heard to many horror stories about owners selling with such things undisclosed. Sent from my iPhone using Tapatalk

+1. If anything, I could make the argument the SMO situation is about aviation-hating conservatives. After all, the concept of excessive central federal control taking away the ability of the local governments to make decisions is a conservative political position.

Toyota headrests have the same distance between the posts. Some have recovered those.

I get why people would get a Garmin 500txi - its beautiful. Expensive but beautiful. But why would someone get a second display to simply use it as an engine monitor when you can get a separate dedicated engine monitor for massively less - like an edm?

I was just at KMRN last of Jan for a week, we could have knocked it out then.

Don Maxwell just resealed one of my tanks. He noticed a leak in the left tank during the annual after my purchase and when he went in to take a look he found two or three metal tools/scrapers that were left inside the tank during a previous service. They were rusted and no doubt creating quite a few problems during their time there. Glad to have the new seal in place.

going the CB route and 2 day delivery off Amazon prime for development, then can switch to certified probes once it is working. Only thing cheap about a plane is the pilot

I evidently missed this incredible story last year. Glad you're still with us, Dan. Will be buying one of these units when I get my next plane.

I'm very DIY also, but stripping my own tank was the absolute worst money I ever saved.

Will do a BBQ for Mooniacs at KPRB if folks want it. Will setup in my hangar. Else there is a most excellent restaurant on the field if a FREE BBQ isnt interesting... Fly Fast Fly Safe... phil

Thank heavens you didnt ask her for an evening with her in one of her sexy outfits and a KI300, she would know your are BS'ing her...

More likely they are competing to avoid losing sales to the G5. Like I said before, competition is good for us. As long as it doesn't eliminate companies that help drive the competition...

No it's real...cause I've seen the gato De Los Cielos next county over

Very cool (hot) idea. I have a few suggestions. 1. Get some Explosafe foam or stainless filling for the fuel tank. 2. Look at the fuel bottles used for hiking. They can take the pressure of the fuel during transport. 3. Insulate and sleeve the duct. 4. Move the control unit into one of the covered areas in the lid of the toolbox. I'm very interested in what kind of run time you get out of it.

For my Proof of concept, I got a Chinese one off ebay. That's what made me start working on this in the first place. That was the closest I could find to what I needed but was over $500, not light and not portable. Good for an FBO, not for an individual. Yes it is. This one is a Chinese clone of a Parker I think was the name. And yes, the inside of the toolbox stays ambient outdoor temperature. The intake and exhaust for the actual combustion have ports on the back of the toolbox. Based on what I saw yesterday, I should be able to get well over an hour on 1 liter. The temp of the output is hot enough you can't keep your hands in the stream long, but temp wise, I'm not sure. And for the weight, I'll put it on my scale tonight when I get home, but less than 30lbs I'm guessing/estimating now. I wanted it small enough to fit in the plane. I visit my parents in GA and the airport there is a really small country airport with no support equipment. Need to be able to take it with me. Exact numbers I hope to prove out and be able to answer soon, i.e. runtime on battery, fuel burn, weight, output temp, etc. Any other details that would be good to know?

Today is the one year anniversary of my fateful flight. I'm typing this at 8:10pm, exactly one year ago I was slumped over unconscious, strapped into a busted up airplane in a cold dark field. It's amazing the difference a year makes. I really miss my C, it was a fantastic little airplane that treated us well. Now I own a 231. It is in desperate need of an avionics upgrade but it has been an impressive traveling machine so far. It delivered Deanna and I to the Mooney Summit safely and efficiently, averaging 176kts for the round trip. The Summit was a wonderful experience! Thanks @mike_elliott and @rocketman! For those that are local to the Twin Cities that didn't make it to the Summit to hear me present my story. You get a second chance! I'll be presenting at the "Saturday Seminars" at Modern Avionics on the field @ KFMC. March 10th, 9am. I will also be speaking to EAA Chapter 1229 @ Fleming Field on Tuesday Feb 20th, 7pm. Everyone else, please keep CO in the hanger talk around your airports. Digital detectors can make CO crashes a thing of the past. We just need to get the word out. The Sensorcon discount still is in effect. Code: aircraft2017 Cheers, Dan

We all start in the same place my friend. I can assure you my 65C didn’t get an AP. It wouldn't have gotten one for 5AMU either. Are you insulted by the S-Tec price? I used to get angry by that kind of pricing strategy, and presentation. After you have seen a few presentations that aren't targeted towards you, they get easier to ignore. 25amu upgrades for planes aren’t going to be picked up by many people. Garmin gave(?) us an example of this type of expensive upgrade to add WAAS to the G1000 nav system. Voice your disinterest, but realize some MSers may actually be interested in this system, especially if they have most of the parts already. No need to take out your frustration on me. I’m generally here to help other people out... Best regards, -a-

Just calculated that my total fuel cost from Buffalo, NY to the Bahamas and back was $1138 -- gotta love a Mooney! That includes at least 40 gallons purchased at $6-7+ fuel prices in the Bahamas, although I tried to keep my stops en route South to places with $4 fuel and below.

I have been to the Bahamas quite a bit, probably 30 or 40 times over the last 30 years. Never Grand Bahama though. I have made quite a few trips to Treasure Cay on Abaco, and we overfly Grand Bahama every time. Looks nice and looks like good bonefish flats on the north side. I have only flown my own plane there four times, twice to Treasure, once to Long Island (Stella Maris) and once to Congotown (Andros). The biggest issue for me is the timing. It is not legal to fly after dark, and you need to clear customs when coming over from the US, and customs in many of the small airports closes pretty early, sometimes 4:30. So during the winter when sunset comes early it is necessary to figure out how you can get to a customs station, clear customs, and then be on the ground before dark if you are going somewhere else. It is always worthwhile to call ahead to your destination to find out (1) how late customs is open, and (2) if they actually have Avgas. The manuals will say one thing, but if they haven’t gotten a fuel delivery in awhile, reality will be something else. That is just how it is in the Bahamas. Bring chocks (I have my own lightweight set) and tie down ropes. There will be plenty of places to park usually, but chocks and ropes are usually on you. Life vests are required and a raft is a very good idea. You can rent both at Ft. Pierce, but call ahead and reserve or they might not have them when you get there. My preference in the Bahamas is to stay away from the touristy areas of Freeport and Nassau. There are lots of private places to rent everywhere. You have to sort of make everything up on your own, but it is not very hard. The out islands are much more enjoyable unless you just gotta have your all-inclusive.

Let's talk float carbs for a moment- Back to school On a float carb the fuel (at what ever pressure it arrives at the carb at (gravity pressure, think Cessna or Mooney, think low pressure, 6 psi, fuel pump) enters through the float controlled neddle valve and seat into the float chamber. Once the float chamber reaches its full limit depth the needle closes off the flow of fuel (at whatever pressure it is coming in at) and the fuel in the chamber stays at atmospheric pressure from then on until enough is used in the bowl to lower the level and the needle once again opens on the seat and lets in more fuel. At no time does the float bowl ever exceed atmospheric pressure. What pushes the fuel through the main metering jet into the throat of the carb is the difference in pressure between the float bowl at atmospheric pressure and the lowered pressure in the throat of the carb due to airflow through the narrowed throat (Bernoulli' Priciple). Pressure from the fuel pump, in our case, will have no effect on the fuel flow through either the main metering jet or the idle circuit of the carb or the accelerator pump. Fuel injected engines have a totally different system of fuel delivery to the cylinders. If the engine sits for a while the level of fuel in the bowl can evaporate and lower. By using the fuel pump before start we make sure the bowl is full and that the best conditions exist to draw fuel through the idle and main metering circuits when we start the engine.

Bingo!!! This is huge. Being close to your hangar is so important. I'm convinced that the utility of your plane is directly affected by distance from your home. It's hard to realize a saving over drive time when you have to include an extensive drive to just to get to/from your plane. Besides....who hasn't realized they forgot some vital item (like your airplane key) just as they drove up to the hangar!