CharlesHuddleston

Last year, we were fortunate to get an Aspen 2000 Max system installed. I still have a GTX330ES transponder for ADSB out, and was interested in displaying weather on the Aspen system. I know I could upgrade to the GTX345 and get ADSB displayed on the system, but I got a great deal on a new (old stock) XDM050-01 XM data receiver. I was planning on having it installed and getting the XM subscription and trying that route out. I am now on the search for an Installation Manual for the XM receiver. I reached out to Aspen, who politely told me "no" (due to not being an authorized dealer) as well as to Heads Up Technologies, who designed the system for Aspen. Per the E2000 wiring diagram/install manual, there only appears to be a couple pins to route to/from the MFD and to the PFD (if the PFD has hazard awareness unlocked). Spoke with my trusty avionics shop, and it will be a while before they can get me in. I also asked my local A/P, who said he would be willing to look at it/possible supervise an owner assisted install. Does anyone have access to the said installation manual? Ive looked through the downloads section on MS, but to no avail. I have also searched the mighty inter-web, and again, met with no success. Can anyone offer any suggestions? TIA!

I will add my research to this thread. I had contacted and discussed a potential project with PBS Aerospace, looking at their 200+ HP turboprop engine mated to a Mooney airframe. Overall the technicalities would be easy enough to overcome, but it basically came down to a cost/benefit deal. Given their quote on the cost of an engine and the current TBO, it came out in the negative column. The increased fuel consumption and capacity could easily be negated with LR fuel tanks, and the increase in cruise would certainly make up ground in the cost per mile segment. Based on my figures, if the TBO could get pushed up to 3000 hrs, or even better with a "More" type program that some of the P&W power plants use, you could easily justify the initial cost versus overhaul and TBO life of the piston engines (when looking at the turbo engines). Then there is the fuel cost/availability factor... You would likely have to do some weight/balance adjustments, and possibly even lengthen the nose some, but hey, who doesn't like a challenge. I haven't completely dropped the idea, but with the economic downturn due to the 'Rona virus, it certainly has been placed on the back burner for a bit.

Jake, thanks for the above info. Reviving an older thread. I do have a follow up question as you seem to be the subject matter expert. Are the modules interchangeable between the flight computers? In other words, could I remove the module from my KC-191 and install it in a KC-192? From the installation modules I have read, it looks like the modules were initially sold/shipped separately from BK corresponding to the specific airframe. I know there would be some wiring that would need to be added for the Flight Director, but just wondering if it would be economically feasible to move from the 191 to the 192 computer. Otherwise, the equipment between the KAP-150 and KFC-150 appears to be identical. Thanks!

What would you estimate on cost/install time? According to their web site, cost starts at $9800 and they are estimating 1 week of install time. I believe I remember seeing average install costs for the GFC-500 in the $15k range, but that includes new digital servos. just looking at the economics of it all.

So the PBS is a company specific product. https://www.pbsaerospace.com/aerospace-products/engines/turboprop-engines/ts-100-turboshaft-engine It is rated at 241 hp take-off for up to 5 mins, then cruise at 188 hp, max continuous 214 hp. All in quote was just over $150k, but included all the accessories to mount it and get it running (fuel pump, ECU, prop governor, etc...). My initial thought was that if I could get in for around $100-120, and get the TBO up to 3000hrs, you would be approaching (not quite meeting) the cost per hour for a turbocharged 6 cylinder piston. But then you start to consider increased fuel burn compared to fuel cost savings, etc... Anywho, if I could just win the lottery, and finance my own pipe dream, I think I could at least sell a few! I mean a TSIO-360 is around 400#, versus 135#, so you would have to either stretch the nose or re-adjust some weights to get the correct balance. Could use LR tanks to carry the extra fuel, in a trade off for a little extra speed. Its a lot of engineering that I myself am not fully versed in. Having said that, I think it would be pretty dam cool!

So only asking because I'm not 100% sure, but would it have to be certified to be installed if operating under Part 91 rules? I mean, the equipment and avionics installed in in experimental aircraft are not certified, but are used under Part 91 regs. I would think that if you had an installer that would be willing to install it, and/or could get it signed off by the FSDO, you could use it as you please or see fit. Now when it came to having someone sign of on an annual inspection or airworthiness, you could have problems. Like wise, if you tried to sell it with non-TSO or non-STC approved equipment, I suspect you could have some problems! Again, I'm not sure how all the rules would apply and be able to make it work out.

Ahh, still in the consideration stage. I did get a quote from the PBS Aerospace, and it was higher than what I was anticipating. Plus, the TBO time is still not high enough to make it economically viable. However, I did consider trying to get an FAA grant to look at it!

So my wife bought a new Cricut, which is basically a desktop computer controlled die cutting machine. People use them to cut paper for crafts or vinyl for making stickers and vinyl prints for shirts. She bought it to use at our med-spa. Well, I got a hold of it, and did a little playing on my own! What a cool device! The software is easy to navigate, and with the help of Photoshop and some high-res logo files I found here on MS, I made my own sticker! Next one will be a little bigger, to go on the back of the Jeep!

Yes sir, still available. I never installed it, but was given the "guaranteed to work" when I bought it, so I will honor that as well. Yes, this is the IFR version, not just the VFR version. If you get it and it doesn't work, send it back I will give you your money back. Fair enough?

My avionics shop installed the used 2000 system for me... not 100% sure beyond that?

OK, when I was getting ready to update my panel, I bought some used goodies on eBay, and now that I am done, I have sold all the old avionics, and now have one extra left to sell. Long story cut short, I bought an extra setup before landing a used 2000 system which was then upgraded to MAX after install. See pics below for all that comes together. The main EFD1000, Config module, ACU, new ACU install kit, Sonalert, switch, quick connect pitot/static connectors, and the RSM. I bought it off eBay, so comes sans paperwork or tags. PayPal, please, and I will cover shipping in US. It's sitting doing me no good, someone put this in their panel! I also have a MicroSD card that will unlock the synthetic vision that will come with it as well!

We have had some grand adventures in our K. Took the family and our Cav, Lady, to the beach. My youngest sat right-seat, and did his homework. After departing Destin, and flying through the corridor, we got to watch some F35's take off from Eglin (talk about zoom!!!). We also loaded up with my best friend and his girlfriend and went to the Bahamas for a week. They make great traveling machines. We always pack light, and after the pax and bags are weighed, fill the tanks. Honestly. my wife doesn't like to fly legs much longer than 3 hours, so for us, we have plenty of weight and usually plenty of gas to plan with! I have thoroughly enjoyed owning a Mooney, and look forward to continued travels!

We stepped on the scales with our bags, weighed, and then added the rest in fuel. Yes, we were at max gross. Flew from KSRB (middle Tennessee) to Miami. Spent the night, and flew the next morning to Grand Exuma. Awesome way to travel!!!

I have nothing of use to add to the above... I, too, fly a 231 with the intercooler and Merlyn. It is a great airplane. I have loaded it with my wife and 2 sons, and flew to the beach... No issues. Loaded with my wife, my best friend and his girlfriend, and flew to The Bahamas... no issues. I believe my current UL is in the 950# range, and the plane has better range than my bladder, so we usually make a stop if our flight looks like it will be more than 4 hours if flying with everyone on board. You will love it! Just like anything else in aviation (and life in general for that matter), it all comes down to "how much money do you want to spend??!!"

Good evening all. I was wondering if any of you all are familiar enough with the avionics to give a little guidance. I have a KAP-150 autopilot which is now coupled with an Aspen EFD 2000 Pro MAX system via the EA-100. Works very well. However, in reading after the install, it appears that the Aspen system can display flight director cues from appropriate autopilots. The KAP-150 does not have a flight director, but the KFC does. When I read the Bendix-King manual, it looks like the only difference in the systems is the computer itself, (191 v/s 192) as they use the same servo models, etc. My question is, are the KC-191 and KC-192 computers interchangeable? I.E. can I simply remove my unit and replace it with a KFC-150, and expect it to be that easy? From what pics I can see researching online, they have the same or at least similar connectors on the back... Thanks!

1. That is certainly the truth! 2. He has done it before. I am hopeful to make it happen, or at least start the process!

Right now the useful load on my M20K is just north of 900#. Full Fuel payload with mains+auxs full is right at 300#. Weight of TSIO-360-LB is 396# v/s PBS TP-100 weight of 135.8# So the weight, but changes CG so have to lengthen nose and re-calc CG envelope. 100LL 6.02lb/gal vs Jet A 6.8lb/gal TBO of 1800hrs v/s 3000hrs TSIO-360-LB is rated at 210 HP at 2700 rpm v/s PBS TP-100 rating of 241 HP (5min take-off)/214 HP (Max Continuous)/188 HP (Normal Cruise) If I cruise at 75% in my K now, that would roughly translate into 157HP. Now, it is obviously much more fuel efficient at +/- 10 gal/hr LOP v/s 18 Gal/hr cruise. That would also shorten the range somewhat, but swapping speed for fuel burn can sometimes be a wash. Then you add in that my wife detests any leg over 3 hours, and that is a whole other conversation. So, all in all, if the cost for application can get even close to the cost of an overhaul OR a factory new piston engine, I am imagining faster cruise, longer TBO, and smoother ride. What about noise level at cruise? A saw a figure showing a factory new TSIO-360 at $65K. 1800 hr TBO = $36.12/hr engine cost. Now, $36.12 x 3000 hrs = $108,360. So, numbers are getting close! Waiting on more info regarding acquisition and install numbers and hourly cost rates. Plus, would want to see overhaul costs as well. Bottom line is I love aviation, and I would love to diversify my business holdings. Now, if I can get in with Mooney and find out their test info (why they put the red line and yellow arcs where they did), perhaps we can squeeze more speed out of our beautiful airplanes! I mean, we have all heard the stories about how strong they are! Talk about Mooney Zoom!!!

Are you referring to the panel mounted on/off switch or the yoke mounted thumb switch? I think I recall a thread pointing to a replacement source of the thumb switch not too long ago here if you can search the threads.

One additional thought about going with a 530W first, would be an option to trade that in on an IFD540 when you are ready to trade up. Not sure how long it will last, but this is currently a promotion with these guys: https://avionicssource.com/product/540-upgrade-530w/ or for the 550: https://avionicssource.com/product/ifd550-upgrade-530w/ Now obviously the other options will require avionics installation. Audio panel, WAAS antenna, wiring, etc.. bigger job, more time, more expense.

OK, so I have read all the reviews and news about air-cooled piston singles, the news about trying to find an alternative for 100LL, and the market availability of fuel in the US compared to Europe. I have also read and evaluated the regs and difficulty in building an STC for certified aircraft. My big question, with over 10k Mooney M20 models built in the GA fleet, would there be a real market for mating a turboprop engine to a Mooney Short or Mid-body frame? I have been talking with PBS Aerospace about building a proof-of-concept using their TP100 mated to J model or even a C. Yes, the fuel burn rate would be higher, but with long range tanks, and cheaper maintenance, would it be worthwhile? Or am I just chasing a pipe-dream? Serious thoughts, please! After all, it would only take time and money.

I started in the airplane ownership world with our 231 as well. You will love it! I, too, have learned a tremendous amount from the wonderful Mooney family. This place is a wealth of knowledge that you just cannot find anywhere else. Congrats!

It is FAA certified, but only via the NORSEE regs, not as a TSO-certified backup AI. If you are looking for a certified backup AI, you will have to go G5, GI 275, RCA series, or one of the gyro-vacuum system units. If, as the OP stated, his goal is to eventually remove the vacuum system, AND is using the KI 256 to drive a King autopilot, then that is a whole different rabbit trail to follow... Trust me, I just learned these lessons the expensive way! BUT, I am super-happy with the results I got for the money I spent. BTW, I'm not specific to any brand, as I now have Aspens, a G5, AND the AV-20S...

Similar to the trade-in value in buying a new car. Yes, it will be worth more if you find a private buyer, but is it worth the time, effort, etc... My shop didn't even offer a trade-in on the old stuff. So, I would say if you're comfortable with the deal, go for it! Saves you a lot of time and trouble. Plus, like someone else mentioned, they can probably bench-test/overhaul them and sell them for more than what you would if they sold without tags.

As mentioned above, its good to know if it is a composite picture, or single slice of the radar. As others have mentioned, the radar will bounce signals off the moisture in the air, not necessarily precipitation. With a good view of the ground as you had, I would suspect everything that was showing up on the radar was building above. What was the current ATIS or AWOS at the airport? That is usually a more precise measure of what is going on at that exact moment. What about the winds and/or the direction of the winds? Again, with old info, could it have been blowing through before you got there? There are certainly a lot of variable in play here that could explain what was shown versus what was on the radar composite. One thing I have learned from reading, studying, and listening to those with more grey hair (experience) would be to consider a strike finder if you are looking at options for better in-cockpit awareness. Couple weeks ago, I was flying back from Key west with my family, and basically had to pick my way through the cells. Fortunately it was during the day! I used a combination of advice from ATC, the ADSB picture, Strike Finder details, and simple VFR flying to avoid the clouds. We were at 11,500, and honestly a lot of what was showing up was either at or below us. The bigger stuff was easier to avoid. Bottom line is to know your personal comfort zone, and be able to use all the resources available to help guide you through the sky. Stay safe and happy flying!

OK, so I did a google search and MS search to no avail. Any idea of the part # for the M20U switches? I couldn't even find a parts manual. They look similar to switches from these guys... https://www.otrattw.net