flumag

Hi Thomas, I have a Turtlepac that I used in several Mooney's over the last years. It worked always perfect and installation is not a big effort. If you have the long range tank conversion the North Atlantic route is savely doable without. Just a bit more stops and maybe a higher fuel price. Without long range you would need a ferry tank. Hendrik

after the Aspen MAX migration and trading in some of my panel "beeps" into real audio files such as "reaching minimum" or "approaching altitude" I'm going the next step. I like to use the flightmate of the PMA450B to play additional sound files at given events. Right now I'm using: input 1 - STALL input 2 - EDM 900 voltage/ temperature alert input 3 - EDM 900 low fuel warning input 4 - Gear warning Any other ideas? What have you connected? It's adding more transparency to hear a clear acoustic warning in the headset (e.g. "check gear") than just a beep tone. Hendrik

After the plane will sit the rest of the year for the annual I made use of my ADS-B today. Merry Christmas & Happy Landings! (anybody else in for a drawing challenge?) Hendrik

Thanks Rick, Hendrik

if yes you maybe able to help. What is the black number in the precipitation areas that shows up on different zoom levels? Thanks Hendrik

Thanks for the "ping" carusoam. :-) Kulusuk is fine for a Mooney. We had some posts about the airport already: The condition is good and I did it with different props. I would also recommend Kulusuk. It's the most authentic and impressive airport on the usual ferry route. A proper soft field landing and take off should make it for you. Kulusuk also has the necessary IFR approaches since weather can be tricky in Greenland and alternates ar unusual far away. Depending on endurance, cruising altitude , availability of HF of your airplane and winds the route will vary. This should be considered for your ferry planing. Make sure your insurance is covering the flight I was flying 6 weeks ago last in Greenland (but not Kulusuk this time). Here my routing and some pictures from the BGBW departure. Hendrik

So after 20 more hours on the ASPEN MAX here a second update: The first positive impression continuous. The necessary switch to European altimeter settings in Greenland were very easy and is done in seconds. The bigger fonts are helpful e.g for the selected altitude. It helps to read the display quicker (maybe also my age) I use the new time page way more than I expected. Just as a quick reminder for something. It's easy to setup and you hear the acoustic reminder "Timer1". Only the missing UTC clock was a bit limiting since you have to report on a frequent base your position on a north atlantic crossing. That could be a nice enhancements and it's a lot of space on the screen available. Database for MFD and PFD needs to be also switched in Greenland to have coverage for SV e.g. Just switch the SD card and rebooted the devices. Since several flights were at flight levels the standard pressure setting (29.92 or 1013) is used. Here it could be helpful to display "STD" instead of the numeric value. Especially for flying in Europe were all flights above 10.000ft are done on STD this could be easier. I also liked the acoustic notification of reaching the selected altitude. THis even helps to remind you if you fly without an AP with altitude preselection. Maybe the signal 200ft above and below the selected altitude could be renamed to " reaching altitude". At all 3 points the Aspen is stating "altitude". If you shooting an approach the Aspen is also telling you when you "approach minimum". Overall I enjoyed the MAX... Hendrik

PIREP Aspen MAX: today was the day! Upgrade done. My first flight with the MAX in my plane. They really look good and bright. I recall the comparison from last year in Oshkosh to have old and new devices next to each other but I have to say to see it in the own panel its different. Also in sun light they are very good readable. The display looks very very clear and colored. The boot screen indicates its MAX devices. Bad that the frame doesn't show any fancy MAX logo. The CPU speed difference appears significant different to me. Menu selections seems very quick. Who has SV on knows that you need to wait until you can switch to SV mode. This is fully gone with the MAX. Still no permanent SV mode is available. So it's an checklist item for me now. :-) New was the range to altitude line. This is new and it was interesting to observe during approaching the airport. Manuals were not printed so far but could be download from the website. Anyways the better option for W&B. Time is there but haven't have enough time to play with. Very nice is the acoustic signal e.g. for reaching the selected altitude or approaching the minimum. I strongly recommend to use this feature and wire the MAX to the audio panel. We had today OAT from around 30 degrees on the ground. The MAX are still developing some heat but you can still touch the frame after half an hour flight. Interesting was that the shutdown of the PFD was taking longer than the MFD. I dont remember that from the old Aspens. So next stop will be a transatlantic flight on Friday for me with more time to play. Overall I'm happy to have the MAX in the plane and also have an additional warranty. Hendrik

not for me. Here my flight yesterday back from Oshkosh at 17000ft. very stable after the climb. cowl flaps closed. 4 hours 15 min for 745NM. But the M20K has Intercooler and Merlyn wastegate.

I got the confirmation my MAX are shipped to the store and will go into the plane tomorrow. The additional audio wiring is already in place. So some test flying and later on this week a North Atlantic crossing. Maybe the first for the MAX over all.

I had two M20K at Threewing in KBDR. Quality of avionic work was very good. Thinking ahead also behind the panel was the part that I like most. Also after finishing the job it was not a back and forth to resolve glitches. Everything worked well if I got the planes back. I checked several times during the work to get the progress and get aquality impression. They are not the cheapest with $105 per hour but the quality is there. They also a GARMIN dealer. If you like you can talk to Jared. Can't speak about the utilization but why not using the winter month. Maybe you are lucky and they have still a winter spot for you.

so it's getting time for the before and after pictures....

sure thing, February 19. I'm waiting for the set to go on a ferry flight to Europe.

June 12, 2019 CONGRATULATIONS! You are one of the first in line to receive your new MAX upgrade. We are pleased to let you know we have submitted TSO paperwork to the FAA this week and expect certification by June 30. Please contact your dealer to schedule your unit removal and return to our Albuquerque facility. Your dealer will include the RMA paperwork provided at the time of your order. Based on this certification schedule we will be ready to receive units for your upgrade by July 8, 2019. Once we receive your unit, expected turnaround time will be 7-10 days. If the certification date changes, you will be notified by June 20 with an alternate date we will be ready to receive the units. We have also communicated with your dealer regarding upgrade status. Depending upon the condition of your current unit, we may be assigning a unit with a different serial number. If you require your original unit returned, please let us know by emailing our customer support manager, As a reminder, the upgrade is compatible with the EFD1000 Pro PFD and 500/1000 MFDs. It is not compatible with our Pilot or VFR display systems. Please ask your dealer to ship your display to our Albuquerque manufacturing facility: Aspen Avionics 5001 Indian School Road, NE, Suite 100 Albuquerque, NM 87110 Thank you for your business, and we hope you will enjoy many more years of efficient use with your new MAX upgrade. Sincerely, Aspen Avionics

with multiple wishes from the second row seaters I consider to install a USB power supply port. Does anyone has done it already and found a good location? Still struggling with all the antennas and AHARS around. Thanks Hendrik

Who has migrated fully to Whelen LED lights (wings and tail) and took out all the old NAV and anti collision lights? Running into an issue with the lower current draw of the NAV LED lights. Basically after switching them on and off they not going fully dark again. They stay at a lower intensity but you can clearly see they are on (especially at night). Also the dimming of the annunciator panel is interfering with that. This is due to the 5 volt output and how the dimming option of the annunciator panel works. The old light bulb NAV lights will not work at this 5 Volts and drained the current immediately. Does somebody running into that issue already and solved it? Thanks Hendrik

now was the interference also reported from the FAA. https://www.ainonline.com/aviation-news/business-aviation/2019-05-14/faa-warns-gps-interference-spot-peds?utm_campaign=AIN%20Alerts&utm_source=hs_email&utm_medium=email&utm_content=72761047&_hsenc=p2ANqtz-87KznVsR6hqOJpJLsdhAN7hzlXmHcW1B7CtTxLsXxZBGs-4fM7-yoJczG0qKPZHrt0td-Mzr0OzWyKzcs_xuCpzEOKuBjGNNzN2qSReOAP2h2NG0U&_hsmi=72761047

So yokes are removed and send in for refurbishment. Lets see how they turn out....

sounds good. How long does it was taking?

What is the best source of a full set of the Orion (650E and OR5001V) lights 14 V? I know that they are sold at e.g. SNF or Oshkosh with some discount. Is that discount also available somewhere else? Thanks

$200 as removed $275 as new (middel of 1975) :-) (must be like good wine) $650 an overhaul and repair

since I get asked here some pictures of the gravel strip from Kulusuk. Refueling hurts a bit with more than $16 per GAL.