Warren

The Garmin PilotPak option is the one that includes the Jeppesen Data. In the note below, it says that it excludes the G3X for support. However, I think you could still get charts on a GTN750 if you want to go that route instead of a G500. Best bet would be to reach out to Jeppesen to see what they can support for Nav Data and Chart data before you make a decision.

The normal cockpit kit comes with a headset audio cable adapter and a prop filter. That cable will be one option and really simple. I would also try just connecting it to the audio panel bluetooth and see what the options are (connecting Bluetooth devices is covered in the Pilots Guide for the 750).

I put the standard Desser retreads on my M20K. Retread is on a Flight Custom III base. It fits fine with no clearance issues and I have about 200 hours with no issues. No experience with the Monster retreads.

@HealthpilotAfter a replacement failed to work as well I question the switch diagnosis. This may be a dumb question, but have you tested all three of the individual switches to ensure they are bad? Might be a wiring problem you should be chasing instead.

The main confusion is that there are many levels of "ceramic" coatings. Everyone is jumping on the new market. 1. Wax -- anything that has wax and ceramic mixed and is easy to apply is still basically a wax. Expect a useful life of 3 months. 2. Polymer -- lots of options here and these will hold up for about a year. 3. Ceramic -- true ceramic coating still have a large range of products and expected life. All the real ceramic products should have a life of at least two years. There is lots of confusion here about how much ceramic is in the mix, what the carriers are and how long it lasts and all the marketing gimmicks confuse the issue further. Some offer 2 year warranty, 5 year, 6 year, lifetime,... Many of the longer warranties require a touchup every year of couple of years. The success of a ceramic coating is highly dependent on the preparation. It is a lot of work to correct the base paint to remove oxidation and swirl marks. However, this is critical to a good looking final product. Also critical is the application process. With the high quality ceramics, many are only available to professional installers and can make a mess if applied incorrectly. Of course cost and quality are usually somewhat correlated. However, when done correctly a ceramic coating is easy to clean and protects the surface from scratching and halos. Note: Much of my experience is from going through factory training and certification on detailing planes from GA through jets.

Base annual for a M20K is $2125 plus materials (oil, filters,...).

On my K, the square one was replaced with round before my owner ship. It appears to fit with no clearance issues. Agree with PT20J. Buy SCEET -- much better durability and life.

I have the same operating experience. I can usually get it to run LOP at 210 even on a warm day with about 30" MP ( I have the Merlyn wastegate controller and the intercooler). This is the limit for me to run LOP. By 220 I need to be ROP and burn a lot more fuel - the winds have to be really good to be worth it or blue sky on top. Not sure what your issues are but I agree that the MP is low. I think it is likely to the be the wastegate or the turbo efficiency. It would take a pretty big leak to lose 3" of manifold pressure. Take a look at the waste gate. I think Merlyn will inspect and refurbish for a pretty reasonable price if needed. Good luck

My thoughts are that the CHT indicated high before the engine ran rough. Then the rough running - I agree something happened here. Suddenly no traces of any problems and it all runs fine again. -lean mixture due to fuel injector partial blockage would have shown a change in EGT. -maybe light detonation or preignition could also explain this but I would expect lower EGT's. -maybe much higher friction for some reason, break-in certainly causes higher CHT. No real idea. Just thought it would be easy to look at the thermocouples and rule out a potential indication problem.

This one is confusing. Random speculation here: Have you inspected the thermocouple leads ? Any chance CHT5 and EGT5 are too close to the exhaust and getting overheated/melted intermittently?

It moves the control of the GTX Bluetooth to the GTN screen but does not disable it. I have the GTX345 and the FS510. Both are accessed through the Connext settings on the GTN.

The G3X CAN provide course and heading information. The G3X CANNOT provide attitude reference.

Your installer is correct. The GI275 has to be the primary for the autopilot and provide all references. Unfortunately, the G3X is not an approved backup indicator for the GI275 and it would be hard to argue that a large glass panel was the "backup". If you want to move to the 275's and keep the KFC150, you could simply install a pair if 275's for now. When and if you decide to upgrade the autopilot, you can then move to the G3x and keep one or both GI275's as backups.

First let me state that I don't have a lot of experience with this autopilot - so, these are my best guesses based on the wiring diagrams for the G500 and my limited experience (sample size of one plane). Heading data is sent to the autopilot via a heading error signal and course data is sent on a separate line for course error (guessing this feeds the NAV mode in the autopilot). 1. The HDG and GPSS from the G500 are fed through the HDG mode in the autopilot. When you make the switch from HDG to GPSS, leave the autopilot in HDG mode and it will provide the precise GPSS you are looking for. There is also a place to calibrate the rate of turn conversion from GPSS if the turns are too aggressive or lethargic in GPSS mode. You will need a dealer with an Installer Unlock Card to access this setting, but know it can be adjusted. 2. The course guidance from the G500 should be where the NAV heading is fed (some speculation here) and may be the source of your error. I would have your shop check the integrity of this wire to ensure it is not damaged. Hopefully this is somewhat helpful for general understanding. Maybe someone who knows these better can help with more detail @Jake@BevanAviation (please help/correct my statements as needed). Warren

Just replaced an attitude indicator on a 1979 M20K Century 41 system. The attitude indicator (old vacuum unit) was failing causing all kinds of problems. Replaced the attitude reference with with a GAD 43 (attitude translator for a legacy G500). The Century 41 now flies like new, maybe better, with a digital attitude source. So it is possible the attitude indicator is the problem. In our case, the attitude indicator was obviously failing. Slow to erect, slightly off at times, more at other times,... If there are any obvious problems with the attitude indicator start with replacing that.

From the outside, it is very hard to tell if the arm is bent. The total arm is about 2" long and if there is a bend, it will be bowed up in the middle enough to clear the switch and this will produce a very small change in the angle of the exterior part that is not noticeable (even 5 degrees is probably enough to cause the problem). Careful with rebending the switch as it is a hardened steel material - do the minimum amount required to get it working again. However, if it is bent, not too much to lose as it needs repair anyway.

There is a micro SD card slot in the lower bezel, center of the unit. You will need to get an installer to put the unit in configuration mode to load the unlock from the card. The unlock is a one time use. Once unlocked, the configuration is stored in the configuration module and the card is not needed. However, keep the card and its serial number so that if you ever have a problem you can work with Aspen to get it resolved.

Do you have the LPM? There have been some discussion about protecting the batteries from discharge with diodes or LPM. Something to discuss with your installer as an option.

The tab is on the side of the connector and has a spring behind it. Squeeze and hold while pulling. Looks like this (tab is shown on the lower side of the connectors..

There is a relay that must be powered to engage power delivery to the battery. This is the diagram from the last of the 231's with 12V systems. Just noticed you have an Encore. Here is is for the last K serial numbers with 24V.

@elimansourThe IFD and the Aspen use the same communication format so both can be fed from the GTX345. The MX20 requires a different format and there is only one output available. The GTN navigators use the HSDB protocol and can be in parallel with the other devices on the legacy communication formats. If you went with a GTN, you would get weather and traffic on the GTN plus MX20 or GTN plus Aspen - you would still have to choose Aspen or MX20.

Be careful when selecting an ADS-B source. The GTX 345 will export to all the devices you are discussing but will not support all in parallel. You will have to pick between the Aspen/IFD vs the MX 20. If you go big G you can get it on the MX20 and the GNS or GTN instead. Make sure you discuss the details with your installer as you make your selection.

Glare shield also has a row of lights like this on the under side. Might have fallen from there.

Might want to look at the GDL 82. It can be purchased with a WAAS antenna and meets the ADS-B requirement (limited to below FL180). And, I assume at some point, you are going to want to move to WAAS GPS - now the antenna is already in the plane. Edit- reread the post and realized this is not a good solution as it is only ADS-B out with no transponder function. Cheapest solution would be to find a used take-out unit and swap it out. You can probably still find these at a pretty low price.

If there are two GI-275's with ADAHRS, the remaining 6-pack gages are not required and can be removed. This does assume the devices are configured correctly and that may not have been the case in this instance - it is still a little hard to sort through all the mess and figure out what was configured and what really happened.