MIm20c

Any pictures of the finished panel?

When looking at the new generations of AP’s I like to look at what failure modes could put me in an emergency situation. If I owned a two screen aspen system I would want the ea100 feeding off the mfd screen. This way a pfd failure (disruption) would not take my AP out of commission. Likewise the G5 requirement is a bonus IMO as the course/approach/etc would continue as normal even if the txi main pfd went dark. The stec 3100 has an internal AHRS system but uses the aspen info if connected. If I was doing the install I would again connect it to the mfd unit. I’d rather be down the AP or my main pfd not both at the same time. IMO stec needs to sharpen its pencil for pricing on the full system. They include a multi thousand dollar air data computer for free if pfd info is not available. Take that out of the package and have it an add on. Get the retail price down in the 14k range. No reason 35 year old servos should reduce the cost so much.

The reverse, it provides attitude and corrected altitude info but does not integrate with legacy equipment.

You can buy the gad43 new old stock for 750-1000. It’s a cheaper way to go if you already have a preselect installed. The TXI does not require an unlock to utilize the 43.

@gsxrpilot One advantage I’d give to the Garmin unit is the ability to use the gad43 to provide encoding altimeter info to the BK AP’s. Your panel would look pretty clean with a G5, 7 inch txi, and edm900 on the pilots side panel. The cost is pretty reasonable IMO with the g5/7txi/gad43 coming in around 13k...you’d have to keep your 297 for spinning the altitude preselect.

I have clamps like that on the cold side of my turbo. They are used to attach rubber / plastic hoses to the turbo on the intake and discharge. I’m not sure if the alternative clamp shown above would have enough surface area to protect the hose. The flanges on mine are too short to double up clamps and if they were doubled more than likely they would be improperly placed. Worst case scenario if this clamp failed on takeoff what would the power fall to? Could be a real problem on a short runway with high DA.

This is a great deal. It’s almost as much work to install a mfd1000 with external battery as it is the pfd. Expect to pay 3-4k in labor alone if you add the screen at a later date. Make sure they make all the connections to your gps and audio panel so the max upgrade will just be a drop in. For the backup with dual screens I’d put in a used lifesaver gyro w/ battery backup or a G5 (1k or 2.5k installed).

At this stage I wonder if it’s up to Aspen to approve the G5 as a suitable backup? Will they if it steers people away from the dual max install?

It’s now legal as a sole backup instrument to the old G500 and the txi displays. Not too much of a stretch to think it will be legal to use in the future depending on many factors.

If you already purchased the ea100 I would ditch the 256. If your shop will approve the G5 to replace the asi and altimeter definitely do it. If you are cutting a new panel on the pilots side dig down deep and think about putting in a primary engine monitor. Sounds like you have given it a lot of thought, I’m excited to hear how it turns out.

The gdl 50 is a better comparison to the sentry. The real advantage of the Garmin system is going with the 50R model. Although you need an understanding IA it will be a much better end result to have the unit hardwired into the panel with a dedicated external antenna on the bottom of the plane. I would consider the 660 with a panel mount to be a requirement as well to use with your iPad. It would make a great dedicated traffic display using Garmin’s trend interpolations. The 660 will transmit (one direction) the flight plan from your panel 430/530 to the iPad with Garmin Pilot. There is also an advantage of the 335 as it can be installed by a local IA / owner assisted. Hard to find a reasonable avionics shop with open time slots. All this being said, if you plan on 750, txi, aspen, etc upgraded in the future buy the 345 instead. The 660 can be added to the 345 as well.

My thoughts although I’m a fanboy.... Garmin could easily have added all the Mooney aircraft with a flick of their wand. A lot of money/time is being spent to test the mounting locations, integration, etc. IMO it will be a top quality setup when finally certified. If I owned dual G5’s no doubt in my mind I would wait it out. If I was thinking about a panel upgrade and wanted the 3100 I would invest in the Aspen system. The integration and ease of install with the pending software release will be amazing.

From my extensive experience (sample size of 2) the long body aircraft (more weight on mains/front) will use up a set of pucks in 10-12 years. This is observed on a Midwest plane stored in a hanger since birth. They still look like new but are dramatically shorter. They were changed on my C three years ago and I expect them to last twice as long.

I’ve used solo in Ann Arbor a few times (no annuals yet) and they seem competent and fair on pricing.

Sounds like something might be wrong with the unit. I agree with you manually pressing the power button should force the g5 to start on battery backup even if the master is off.

He also won 2-3 units at the auction. I could say he was lucky but his generosity in the form of donations/tickets bought his luck. Note to self be less of a CB next year...

I had the privilege of meeting @DanM20C and his beautiful wife at the summit this year. A great down to earth engaging couple. I also enjoyed the time spent hearing stories during the CO round table discussions. However, I’m embarrassed to say I still don’t have one for the plane (trying to decide between portable or panel mount) which is a poor decision when living in the fridge north.

Slow day at the office? Not worth my time to go back and change it to damper. However, dampener can mean restrain / subdue the yaw movement so hopefully we can all follow along...

Since aspen is now a reseller of L3 they might be including it?

Until the max system is released you need a vac or battery backup AI. However, you can remove the asi and altimeter if you buy the external battery mfd. Without a doubt I’d buy the refurbished idf 540 from Chase for an extra 2-3k versus upgrading your 530. (6k value 530, 4K upgrade, the refurb unit from chase or the reaper 12.5ish?) Looks VERY nice! Edit: you need to keep the altimeter for the encoding (altitude select).

I agree with the bad ground connection. Could have been a problem with the original 700 installation causing that unit to be intermittent. Two likely areas to look are at the back of display connections or the engine ground connection. I’d start at the engine and follow the JPI wires passing through the firewall. The ground wire is a thin gauge black wire and should be connected to a stud on your vacuum pump.

Someone on this forum out in CA had this happen recently. iirc he could hear the prop spin faster than normal. His problem turned out to be the governor but it was probably a different model because his was attached to an o-360.

I agree about the bravo operating cost. I’m curious if the Acclaim owners backed off to bravo climb and cruise performance and used LOP religiously if the top overhauls would be less frequent. Some say the io550 always needs to be topped part way to tbo but as you know that’s not always the case. I personally think after torching 3/4 mil that I’d be burning fuel and cylinders to reach TP speed. I don’t really think one worries about a 10k top as the plane depreciates 350k.

Stec charges a healthy amount to transfer the stc. Might want to check with them first.

I think the DX (2004) was the last year of the Mac 2 blade. The top prop was used on all later models iirc. The Ovation 2 was 280 and the Ovation 3 had the stc 310. Most of the 2000-2004 2 blade units have been swapped out. They were really fast and efficient but you had to get out and push the plane down the runway