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alextstone last won the day on February 20

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About alextstone

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    Hattiesburg MS
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  1. Thanks for the mention, @Hank. I'm interested in helping out but I could only commit to occasional stories.
  2. Hi @Austin305Rocket! Please allow me to be the first to welcome you to Mooney Space! I'm a relative newbie too and I fly a Bravo (longer body with more favorable CG envelope for sure) so I'll leave it to others to impart wisdom to you. Welcome aboard!
  3. My numbers are the same as@irishpilot Sent from my Pixel 3 XL using Tapatalk
  4. It's not mine but a friend lets me fly it...if he sits in the back seat!
  5. Wow! So many lessons here! What I know to be true is that the data does not lie. Kudos to you for knowing that your FF was not right and continuing to work the problem with different mechanics. By chance, do you have a photo of the injector nut installed incorrectly?
  6. I couldn't agree more! I learn so much from the experience of others. Sent from my Pixel 3 XL using Tapatalk
  7. @DXB, just to clarify, the MAX upgrade unit itself has always worked. Where I ran into trouble was the sofware mis -match between the Aspen and the EA100 (autopilot controller for the KFC150) and then with a brand new RSM going bad. The SW for the EA100 must be version 1.2. Mine was version 1.1. The fundamental problem with all of these installations as I see it is that we are dealing with legacy wiring, legacy avionics of differing brands, and hardware that increasingly relies on software that is often updated over time to run properly. Not to mention that some avionics shops are too busy to do their best work, especially when troubleshooting is involved. Having said all of that, when the MAX upgraded unit was functioning properly, I really appreciated the brightness of the screen, the fluidity of the SV and the way the data that was selected for editing increased in size while active for editing. I am hopeful that by the end of next week, my install issues will be behind me. Fingers crossed.
  8. @HXG, Hmm, I'm starting to lose confidence too. I cancelled a trip to Michigan and New York over Christmas - New Year (actually flew commercial instead) because of ongoing Aspen problems. Prior to this issue, the install failed due to a mis-match of software versions between the Aspen MAX and the EA100 which should have been easily identified at the installation. Instead, it escalated all the way to a swap of the new MAX unit with no resolution until the SW mismatch was finally identified as the problem - by me!. I'm going to give it one more shot and then if this does not work, I'm going to another solution as well.
  9. @Mooney in Oz, Thanks for the compliments! My wife is learning to fly and soon, she will be PIC while I sit right seat in charge of the music playlist :-)
  10. I have a Stainless one one my Bravo...expensive but makes sense Sent from my Pixel 3 XL using Tapatalk
  11. @Bravoman I did have the 2 Nav set up but it is configured for localizer only.....I also had the GPS set up for the ILS approach "overlay". Even with all of that, my point is that having the Aspen indicating in a failure mode front and center is very distracting (I had synthetic vision going as well which made matters worse). I am suggesting that it's a good idea to know that the Aspen can only be powered down with the REV button on the unit and not by pulling the breaker or by flipping the panel switch due to the internal battery backup.
  12. Yes, it was a defective RSM...the RSM was replaced when the MAX upgrade was done so it too was brand new. Aspen has already authorized a replacement at no cost of course.
  13. I primed and ran the TKS as I descended into the cloud deck but it turned out to be unnecessary. Sent from my Pixel 3 XL using Tapatalk
  14. For those of you who read Flying magazine, the title of this post may be familiar. It's also the title of a long running article in Flying mag that highlights sometimes harrowing flying experiences that teach a valuable lesson, often written from the viewpoint of the pilot who finds him or herself in an unexpectedly difficult and potentially dangerous situation. I'm a big fan of these articles. This past weekend, I had my own "I Learned About Flying From That" experience that I think may be of some value to others so here you go: About 18 months ago, I purchased a 1995 Bravo. I've reported extensively in other threads the litany of deferred maintenance I worked through. Recently, I began to feel confident that the mechanical issues were largely settled and I began to focus on the avionics. Among other things, I upgraded from an Aspen 1000 Pro to a MAX. I had numerous installation issues that were, as of the middle of December, solved (to the best of my knowledge) and the new Max unit was functioning as expected. Last weekend, my wife and I flew from KPIB to KTEX (Hattiesburg MS to Telluride CO) to ski for the weekend with friends. The flight over was SLOW (7:30 flight time, two legs, with strong headwinds) and EPIC! Here are a couple of photos and a link to the landing at Telluride (be sure to click the link, it's a pretty neat view of the runway on approach): LINK TO LANDING: We enjoyed the weekend skiing and planned our return on Sunday to include a direct flight back at FL230. We made it back in 4:17 in one leg!: At about the Texas - Louisiana border (see photo below), as expected, we encountered a large area of solid IMC below with low ceilings all the way to our destination. I therefore planned for an ILS approach at KPIB. As we neared KPIB, the weather was reported as 6 mile visibility and 500 ft ceilings with light rain / mist. I set up both NAV 1 and NAV 2 (Localizer Only) along with the Garmin GTN 750 GPS for the ILS 18 Approach so I would have ample backup. As I turned from my heading of 110 to the final approach course of 181, the Aspen flashed an "Cross Check Attitude" message and the SV / HSI continued to turn past my heading. In that moment, it took all I had to ignore what I was seeing on the Aspen and revert to the other instruments. I managed to ignore what my eyes were seeing on the Aspen and I continued the approach as a Localizer only approach following the Nav 2 CDI and using the GPS as confirmation. All the while, the Aspen continued to be a MAJOR distraction. Flipping the power switch off to the Aspen did no good as it simply reverted to the backup battery. I chose at that point to "fly the plane" and ignore the obviously erroneous Aspen display as best I could. I broke out at 800 feet with a huge sigh of relief. AFTER landing, I remembered that the proper way to power down the Aspen is to hold the REV button for approximately 5 seconds. So, what I learned from this flight was: ALWAYS set up EVERY navigation aid you have available for your phase of flight ESPECIALLY the approach (I did this properly). Understand and practice failure modes of avionics, knowing reflexively how to power them down (I did not do this properly). It so happened that I made a photo of the diagnostics page of the Aspen MAX right after the install in December (during which a new RSM was installed as well) and this one, according to Aspen, showed a normal status for the RSM (Remote Sensor Module). The second photo I made of the diagnostics page today demonstrated that the RSM had somehow failed - "infant mortality" was the label applied. I am grateful it was not "pilot mortality". Aspen is very helpful as always in handling this situation with a replacement RSM. So, yea, I learned about flying from that! Be safe, and plan for failures!