Mark Pavinich

No, you cannot mix and max old and new Aspen systems. If you opt to go max then all units must be Aspen Max units. The max units are totally different, although they may look similar at a glance. Also to note, if you have the old Century Auto Pilot System, which uses the old fashion steam GYRO to drive the auto pilot --- My friend just got 2 Aspen Max 1000 units and going to remove and sell his Century III auto pilot system and attitude gyro. Also he is removing his last vacuum instrument and vacuum pump to get rid of the entire vacuum system. He says you can use the Aspen EA100 to drive the old legeacy system (he is doing that for now) until TruTrak get their STC for the Mooney. From there, he will remove the EA100 since the Aspens can drive the TruTrak autopilot system without the EA100. If you are interested in the unit and want to make arranagements for the Century / attitude Gyro --- send me a PM and I will rely it to him.

No, you cannot mix and max the systems. If you opt to go max then all units must be Aspen Max units. The max units are totally different, although they may look similar at a glance

Hi Chris could you let me know approximatley how much your shop is charging, I may have to consider going the same route.

I am looking for a 78J door handle -- I need the square one -- -square at the base (not round) when the screw goes in. Or let me know a good place to look, if you have one for sale, send me a pic. Thanks.

Hi Jerry 5TJ, Can you let me know who is providing you the 2 mil smooth coverage and about how much you are paying If you do not mind, provide hull coverage amount, TT flying / hours in Mooney type Thank you

Based on Skytrax being a Freeflight unit, this unit will most likely be supported; especially, since Freeflight is not out of business like the Narworx MLB100. Overall, this makes me mad since the Avidyne Rep. suggested that we purchased the MLB 100, to earn our business and to keep us from buying a Garmin ADS-B solution. Now, we discovered in approximately 1 year from date of purchase that the MLB100 manufacturer was far less than an ethical Avidyne service partner and went out of business due to shady and bad affairs, law suites, and pressure from the FAA. So now another question to add on to the original posting... #11 Will there be any attempts to offer the MLB100 users the newer software level support or a transition upgrade path to the Skytrax unit?

Received this feedback from a Avidyne user: The GTX345 (panel mounted) does send ADS-B to the Avidyne, but the GTX345R (remote) will not interfacecwith the Avidyne. I can’t speak to the new weather options, but the new Skytrax is the Freeflight receiver, not the Navworx.

Scenarios: 1. We purchased the MLB100 with our Avidyne AXP 322 and IFD 540. 2. Also, we have a GDL39R being used with Garmin Pilot. 3. What we have noticed on the Garmin Pilot with a GDL-39 since around mid-2018, after the update, we now have access and can utilize the new FIS-B weather products are available such as the following: Lightning Turbulence Icing Cloud Tops Graphical AIRMET Center Weather Advisory 4. My question is since MLB unit is a NAVWORX unit and NAVWORX is out of business, will the MLB100 units receive any updates via Avidyne and/or any other 3rd party source that may take on these units. If no, then basically, we have invested into a product (that is only a couple of years old) that will not provide any current FIS-B functionality. OR 5. Will these new FIS-B WX products become available via a firmware update to the IFD 540? Now for another scenario 6. Will the Garmin GTX 345R work with the IFD540? This will allow us to remove both the AXP-322 and MLB100 and 1 unit in lieu of 2. 7. In addition to question #6 (if the 345R will work) will the newer ADS-B products be supported with the IFD unit? Overall it seems like the IFD unit will need a firmware update to support the newer ADS-B features since many of these features are consider map overlays that the end-user can toggle off and on. 8. Regardless if you fly with a Garmin GTN or Avidyne IFD series, why can't you have Winds aloft and FIS-B Radar displayed both at the same time? On the inexpensive Garmin Pilot app you can display both at the same time, but not on our $$,$$$ GPS units. 9. On the IFD100 will the newer FIS-B products be available? 10 What about the Skytrax 100? Is the the same operating system and different name? Is this a total different unit? and can any details be provided about the new ADS-B FIS-B products in regards of the Skytrax100 supporting these features? Sorry, I do not fly with Foreflight; although, I do have the Foreflight APP. Foreflight users are welcome to chime in just as long the points are related to this post. The same goes for Garmin GTN, Avidyne IFD users, and/or any other FIS-B equipment and application that is applicable. This posting is not about which unit is better or worst; however, the objective is to determine and/or gather information and functionality based on the details depicted within this posting. Thank you.

Well --- the only way that we were able to pass the ADS-B test was not to use the IFD. Installed another antenna just for the GDL82 used the GPS on the GDL-82 and BOOM Everything passed without any issues.

Well, I finally obtianed the answer. The IFD is not an approve GPS source for the GDL 82. The only method for this to work is to run another antenna and have the GDL 82 connected to that WAAS antenna without using the IFD for the GPS source. FYI the 327 transponder does not have any impact on this scenario.

The transponder is GTX327

Need help with the particular scenario: IFD440 and GDL 82 Configured ADS+B G2 format SIL is failing almost at 100% on the ADS-B testEverything else passes without any issuess.On the ground, everything appears to check out. Let me know if I am missing anything.

Where is the (OAT) temperature in the Aspen ESV? The OAT is displayed in the normal (non ESV) view. Am I missing it? If I am not missing it, the OAT would be nice to see in the ESV display mode.

LOL :-) always practice safe flying.

For the love of Aspens For whatever reason if you get the warning check pitot heat, get a clog in the airspeed indicator, leave the pitot tube cover on, and/or for whatever reason the airspeed is not being detected by the Aspen --- you will get the red X on BOTH ASPENS. Both Aspen units will become useless in flight hence why you still required to have a backup AI.For airspeed, use the GPS (I have a IFD 540) so when you see the ground speed and the direction of the winds, you can correct to get close enough for your true airspeed. My friend that flies a Mooney with all Aspens, Ebb, and No analog airspeed, DG, VSI, SATC(slip and turn coordinator).He has educated me well for this failure. He purposely SHUT OFF THE ASPENS and then eventually the IFD540 on his aircraft (note the IFD540 would normally be the goto for wind data and GPS altitude). He has a hard wired iPad connected to a dedicated GA35 and UAT antenna and says if all of the fancy stuff is lost, you can still fly get some form of ground speed, wind correction data to get close enough back to IAS and GPS altitude, which is better than nothing. His final comment is you should know power settings and pitch attitude for two most needed airspeeds --- climb out and landing. In his mind, the aircraft is still perfectly flyable and no need to panic and bust it up.He says its like going back to the 70's/ 80's / 90's days of flying the Cessna 152 for IFR training and even then you are still better off with your iPad and MEL compared to those days.Overall, I wish that Aspen would update there firmware to still allow data that is being received from the RSM and/or gather data from the GPS unit to be process and displayed with a WARNING --- data unreliable and for reference only instead of just putting big X's on the screens or even better.Garmin glass uses GPS while Aspen uses Airspeed ... if Aspen would use the GPS data as a backup --- this would be the best solution to help aid the pilot get the aircraft back on the ground with better safety margins, especially if in IMC.Anyway -- just saying, be aware and be prepared of what to do and how to do it when all the good stuff goes wacky. Most people buy the equipment and do not understand or be aware of the chain of events when something fails, because of mis-communications, lack of studying, or just assuming that the creators of this equipment put more bullet proof concepts into it that may not be the case. Photos of his panel is below.

I thought about buying the King GPS; however, I thought it may end up like BETA from the VCR days. One thing I always noticed about Bendix / King NAV systems, you better be a engineer or at least smell and think like one, because King / Bendix boxes NAV systems are not as easy as Garmin or the IFD. I guess if all you used was Bendix King NAV, then you will probably love it. Even though I am knocking King, but they sure did make a good KX 155 / 165 TSO unit with their ki208 / 209 good solid units along with their KT76A transponder. The Mooney I am flying still have the original king transponder from 40 years ago (KT76A and working without any issues)

Also to note -- if it is really cold out and flying with temps around -20C or colder, all that dirt, grim, grease, carbon dust (from the brushless motor) and improper lube thickness will make thee switch stick (get stuck) in the wrong positions, which can also keep your flaps from operating until you get to warmer temps. From my understanding a very thin lube should be used so that it doesn't thicken up during cold temps operations. I think LS1 comes to mind.

On the Mooney I am flying, it was recently discovered that the rudder push rod does not secure during the annual inspection -- as if it has room to move around a little bit more than normal (perhaps left to right). Should there be some sort of brace / bracket or tension adjustment? Sorry that I do not have photos, video, or better explanation --- Once I get more details, I will share, ,but I am concern what it could be. When I am taxing and flying all seems well. Just trying to get some more understanding. Thanks.

On the Mooney I am flying, it was recently discovered that the rudder push rod does not secure during the annual inspection -- as if it has room to move around a little bit more than normal (perhaps left to right). Should there be some sort of brace / bracket or tension adjustment? Sorry that I do not have photos, video, or better explanation --- Once I get more details, I will share, ,but I am concern what it could be. When I am taxing and flying all seems well. Just trying to get some more understanding. Thanks.

Correction ES10-382807

201MK thanks for the parts list. If I read it right, I will need part # ES10-382807. Yes, I do have the D4LN-300 mags. I hate to order the wrong stuff.

I have a 78J with the Bendix D3000 single drive --- I am in need of a p-lead / capacitor replacement. By any chance do you know and call supply a part number? Thank you.

So far best answer. Thanks for explaining.

Thanks for the update