Airways

Guilty

Now if only that Elf came up with a business plan

I’ll happily trade in my current projector lamps ! Maybe they can use them to hatch dragon eggs...

Do I hear “recognition light” ?

Are we talking N-reg or EASA here ?

I use(d) mine only in flight and they still managed to deform the lens. Eagerly waiting the LED-replacement from Whelen...

Cover your ass ?

Did anybody go for the Boeing-grey panel ? I believe the code is RAL 7011

Should be significantly cheaper than a DA62 or it won’t sell.

Information like this makes this forum priceless. Thank you.

Yes, this seems to make the most sense.

That’s ridiculous money. I would like to know if there is a possibility to hook the backup vacuum pump up with the speedbrakes iso the motor driven one. Not sure if/how this works...

Old topic, but how would this work, @gsxrpilot ?

My tsio360 has about 2080 hrs on it. The document you provided is more about an extention to TBO which really just defines a new TBO under the listed conditions. I’d argue that “on condition” has no more defined TBO. It is already positive that TCM recognises the improved manufacturing and analytical tools we have nowadays...

I’m going to re-register my plane (intra EASA) but the potential new CAA only accepts the registration of a plane with the engine beyond TBO if the OEM allows it.

Is there any publication from TCM where they take a stand in favour or against “on condition” operation of an engine beyond TBO ? Of course as a company you want to sell as many engines as possible, and TBO helps in that way, but other than that... Is the only thing that is going the old “TBO is a recommendation only” ?

Well, I listened to the webinar and something slightly bothered me. The Aspen rep insists that the upgrade from an E5 to a Pro Max is a simple software upgrade. Yet when I look at the E5 install manual, there is no mention of connecting the EFD to the audio panel (for callouts). It gets mentioned in the Pro install manual though. So there is still need for an intervention behind the instrument panel when you wish to make the upgrade. That brings me to the following; I think Aspen is really missing the ball by not including the callouts in EVERY installation that gets done. For me, as an air traffic controller, this is a safety issue. A reminder when approaching selected level or when deviating from the selected level can avoid a level bust or even worse, an airmiss. It is not bells and whistles; it is a safety tool ! Don’t forget that a lot of Mooneys have no altitude preselect in their autopilot system. @Andy Smith, I don’t know how many strings you can pull at Aspen but I’d consider you a hero should you be able to put this on the agenda ;-)

That is a sweet deal ! Too bad I already ordered mine...

I find that the bagage door gives a false sense of security. First of all, I would never fit through that opening, unless they break my collar bones and second it’s on the same side than the main door. So in the event the plane comes to rest on its righthand side you still won’t have an escape route.

Hi Andy, will you put a recording of the webinar on the Aspen website for later review ? Thanks

I had the same problem (M20K). Of course the mechanic was unable to reproduce the problem on the ground, but they found some light chafed wiring (which they relocated) and they lubricated the gear. It never happened again.

Seriously, what would it take to get this certified ?

Engine cowling plugs for a Mooney are expensive because they are made to order. I was thinking of making a pair myself, since I don’t get to fly much and in the meantime I’d like to spoil the engine as much as I can. Does anyone have tips to do this ? Which material could I use ? I’d go for a foam-type of material that can be cut to size. Nothing fancy, preferably easy to find in a home depot.

Who is to take the initiative ? Aspen or BK ?

That is very reasonable. IAS hold is still under development, but the package as it is now looks pretty good to me.