thomas1142

Looks great!

Did they also redo your panel? I don’t see any sign of the old engine gauges.

56 minutes ago, Davidv said:

I haven’t but can you share what you’re thinking of having installed?  I’m thinking about some options for myself...

Considering 2 x G5’s, EDM 900, and the GFC 500 when it becomes available.

Does anyone have any experience with Treasure Coast Avionics? I received an awesome quote for installation of some avionics and was curious of others experience.

8 minutes ago, Bryan said:

I have used them as they were just up the road from my here in AR.  Phemenonal service and excellent communication.  In fact, my newly re-built Ki256 is being removed in about 4 weeks for complete glass replacement and will see all my components at that time.  Let me know if you are looking for something, all my equipment is working great now that the Ki256 was rebuilt two months ago.

Panel looks a lot like mine. What are you installing?

Seems like my best option is to stay with Garmin TXi, GFC 500. This will go well with my GTX 345, GNS 530W and 340 comm. I think RMag set up is the closest to my needs/wants.

32 minutes ago, MIm20c said:

Current opinions on the Aspen 1500:

-the 500 mfd will not qualify as backup instrumentation. 

-leveraging unlocks is hard with the 500. SV and AOA need both the pfd and mfd (almost double the price)

-expensive considering max units will demand a premium when first released. The backup option will be costly with the L3 500 or mid cont unit. 

Without a doubt I’d spring for the 2000 Max if buying an Aspen system now. No backup requirement, independent unlock requirements, and lots of capabilities. 

I was under the impression that the Aspen 1500, 1000pro MFD and the 500 mfd, replaces the six pack. Is that not so?

2 minutes ago, ArtVandelay said:

2000 Max is $20,000?

OP has to decide if he wants the eye candy (sv,aoa) or just the 6 pack replaced.

Eye candy not that important, getting rid of six pack with modern glass—-definitely 

I sent the 150 for a repair estimate. I was told it needed to go back to the “factory”. I was offered a replacement unit for $4500 wit a core charge of $16000 ( yes, 16k). That ended my desire to fix the 150.

I want full approach capability all the way down.

yes, looking to replace the standard six pack with some type of glass, and remove all legacy engine monitors by installing a 900, which I recently purchased. So I guess the left panel will be completely redone.

30 minutes ago, Niko182 said:

5000 for an EIS or 4500 for a jpi 900.

And its 3K install difference between the 7 and the 10 inch display. You forgot that he still needs to buy a jpi900. If youre spending 45K on a gfc500, EIS, g5, g500TXI, and install, i think 3.5K to have a screen double the size is worth it. The JPI 900 isnt free. You still need to pay for that if you dont have the EIS. And the install includes quite a large protion of the price.

Side note, I picked up a JPI for $3500

11 minutes ago, ArtVandelay said:

The 1500 is about $16,000.

I think it would be cheaper and better to go 7” TXi and a G5 as backup. That would be around $13,000 not including the GFC.

 

Tom

 

Does the TXi allow for removal of the standard six pack? Answered my own question....as long as I install two 7” TXi, I can remove the six pack.

10 minutes ago, Steve W said:

Beechtalk had this as far as the bugs go:

>> Will the Pro MAX PFD be able to crossfill settings (such as speed/heading/altitude bugs and altimeter setting) to other EFIS such as Garmin G5 ? 

> There will be no "pass through" interface capabilities. 

So if you just treat the G5 as a standalone install then it would probably work, but it looks like it would be annoying to operate.

This is what I’m afraid of. I would have to be “flying” two systems; Aspen and G5.

I have been without an auto pilot for about 8 months, KFC 150 bit the dust, and decided to wait for the GFC 500 to install along with 2 G5’s. I thought that would be the best solution for me. The plot thickens.

Mean time I have been reading about the Aspen 1500, and now I think that might be a good solution to getting rid of the legacy six pack, since I will also be installing a EDM 900.

Now for the question, I know I will still need a G5 to run the GFC 500, but how will that work with the Aspen. Will I be flying the auto pilot with the G5, and flying the airplane with the Aspen? How will I be tracking the course from the GNS 530W with the Aspen, and getting the info to the auto pilot.

If the Aspen and the Garmin AP are not the right solution, what is?

Decision paralysis, to much info, not enough knowledge.

Im sure I’ll get to the right solution with all of you helping out.

Thanks 

Well, it looks like a wedding just popped up on the calendar, sorry won’t be able to make this outing. Looking forward to the next one.

Planning on flying up, plus 1. Hopeful it will be a plus 2.

Hi Bob, we will be there.

1 hour ago, kpaul said:

Assuming I have my plane back from annual, I will be there, just a short hop from my current location.  @thomas1142our planes may be at the same field again...

You coming back?

Where and when is this happening?  We live in Lower Alabama (FL), so it’s close enough for us.

Καλά Χριστούγεννα ...Merry Christmas

On 12/15/2018 at 6:55 PM, MIm20c said:

It will be interesting to see what the increase will be. Here is a reference before the big hike, these prices are before the $500 rebate (iirc). Looks like the pitch trim adds 2k and the YD adds another 2k.

Where did you find this info?

I was told by my avionics shop that Garmin will be raising their prices at the start of the new year. The G5 and the GFC 500 was on the list, I was hoping to make my buys before the increase.

Anybody heard any rumors on GFC 500 certification for our Mooneys? Doesn’t seem that it will happen till next year.

I prefer the LPV approach since I’m using the GPS for navigation and I have the approach loaded, and activated. No need to enter any more info, or push any buttons on the GPS, or Any other instrument, to execute  the approach.

Would I just be wasting oil if all I did was change the oil, not the filter, and continue flying till for another 10 to  15 hours (this will give me around 50 hrs on the filter) then do a complete oil and filter change?

I’ve been trying to change the oil between 25 to 30 hrs. I was not sure if I would do more harm to run the engine and fly the airplane after all the “setting time” with all the contaminants in the oil circulating, or just change it before I fly it.