Godfather

So if I purchased the 730 for 4 cyl I can reprogram it for 6 cyl? I guess what I'm asking is are all the head units the same and programmable by the end user (not including the primary units)?

EAA no longer allows directed parking. They had too many instances of people trying to force themselves close to the gate/bathrooms/etc. I think they started this policy two or three years ago. I watched last year someone disregard the marshaller and he received a stern warning. Point is they might direct you to that area but don't try to force the issue.

One sad fact that nobody talks about is the lack of younger pilots. Over the past 15 years I've noticed a 80/20 mix of pilots ages 55+/under 40. Part of me has to wonder who is going to buy all of the high performance aircraft in the next 10-15 years with people retiring, losing medical, or changing interest and what is that going to do to the used market.

I'm glad you are able to fly multiple times per week. I completed my ppl in college and between class/work/no money my flights were up to a month apart. Definitely not ideal but I had a great time. Good luck on your solo!

I'm in the process of a 40 amu overhaul...can't agree more with the above. I'm curiously watching current sales but planning on flying the wings off the one I have.

Is the 22.9 GPH at 2400 rpm?

Getting back to the original question my guess would be around 17.5 amu for a 650, 335, 340, and CDI installed. Probably another 6 amu to upgrade to the 750 and 345 transponder.

Bob, every time I see this picture I think to myself...man that is a clean panel. They did a great job!

Not if you want an IFR approach certified unit...as far as I know.

Or buy what you want and enjoy life! LL will be $6 per gallon before anything major happens... I'll have another 1000 hrs of flying behind a gps I enjoy using before something better comes along.

When making changes on the iPad do you need to "push" them to the 540 or does it do it automatically?

I hope the plane sells fast for you. If not you can easily find a hanger for < $2.5k if you call around. However, if you are not content with your plane move it for whatever it goes for. If you end up storing the plane sell off the 530 and buy a nice new 540 when you return.

The 650 is a huge upgrade over the 430w. I personally think the 430 -> 650 interface is similar to blackberry -> iPhone interface. If you buy a new 650 your dealer is making another $1500+ on the sale of the unit. Find a dealer that will discount the install by that much making the difference the same as one fix on the 430. that being said I would not have a problem buying a used 340 audio panel...should be easy to find under $1k.

This is the red tape that will continue to make flying more expensive until it ultimately kills GA and all planes diminish in value...

On page one Tom mentioned the pro plus unit. I'm not familiar with Aspen equipment but I thought the "plus" included the AOA and SV...

So just a recap...the unit you purchased was the pro plus with SV and AOA for $8750 installed? They show a list price of $14k for these units and your dealer probably paid $7k so he could still turn a profit. I'd say a 40% discount and free install qualifies you as the CB best find of the month! Sounds like I need to call my local shop or fly south to visit your dealer.

Don't waste your money installing a gps without waas...

Did you go for the SV and AOA? The way the rebates line up it should cost $1k or less to upgrade.

I have to agree with this but that's easy for me to say after the fact with knowledge of what happened. - it sounded like the controller questioned when the pilot declared an emergency (this might be a requirement) and from the recording kind of continued like business as usual. However, there is only so much the controller could do. - even after the fact on these two parallel threads I sense a stigma that any ifr pilot should be able to fly partial panel. This might have caused the pilot to limit thinking of a course deviation of a couple hundred miles if possible or demanding more accommodation from the controller.

I did install a backup electric AI because I was concerned about a vac/gyro failure at a critical phase of flight (low ifr approach). I was mainly concerned that the distraction of the failure at an inopertune time would increase the pilot load when things get busy.

Not sure why Garmin is getting a bad rap for initial or subscription cost... Looking at the exact same source (Jeppesen) the update cost is the same price for the ifd540 vs the gtn 750 at $480 (nav data lower 48 IFR). The 530w data is only $40 cheaper. The only reason the subscription service is more expensive via the fly garmin website is it provides charts and updates all garmin devices for one price (g500, 650, 750, etc). Total installed OTD price (the only price that really matters) can fluctuate dramatically depending on a lot of factors. Many individuals prepurchased the IFD440 units for $8500 ... Some individuals / shops are getting $8k for a 15 year old 430w!

I would definitely recommend a volt meter purchase if you don't already own one. I would start at the switch and work my way down stream. Take your time and clean the contacts as you go.

I think every buyer has an ideal plane in mind. The price that he / she is willing to pay comes down to how your plane deviates from that ideal. Having recent work completed by Don is a plus...slight weep in wing is a minus. Having a nice IFR panel is a plus...the higher time engine is a minus. etc...

I'm curious if the mini panel mount would fit in the radio stack. Normal width of a garmin gps/nav/com is 6.25 inches. The mini mount is 6.293 inches...probably the same as the garmin mounted in the install rack.

I'd say 1100-1500 hrs has been my experience. They normally sell them for $50 at the trade shows although I think they increased the price this year. Make sure the hose clamp mounting is very tight. Any play will reduce the life of the sensor by half.