Pinecone

That is one reason to consider waiting. The only reason to go to MAX is to the PFD and MFD are the same generation. I have not had issues with my Aspen and KAP-150 disconnecting. At least so far.

The numbers I posted were looked up on the Air Power site about 5 minutes before my message. So they are current as of that day.

I thought one of them was a few hours after an oil change with filter inspection.

Agree not recently. But look at photos of drivers in earlier times. But most of those were open cockpit, not NASCAR

Strange, my thread got duplicated. Please don't post in this thread, see the other one of the same title.

Strange, my thread got duplicated. If I got G3X I will do a GFC-500. If I go with Aspen, I may keep the KAP-150 for now, it works. But I can installed GFC-500 as I already have a G-5 to drive it.

Communicates with device and negotiates the charge rate. You can get dumb USB-C that is the same as USB-A with a different connector.

Personally, I think learning Instrument Flying on steam gauges is a good thing. It makes you learn to draw a picture of things in your head. But for real life flying, a full glass panel sure makes things easier. But with an IFR WAAS GPS and a tablet with ForeFlight or Garmin Pilot, you have most of what a full glass panel would give you, for a LOT less money.

Actually you do end up with grime after a race. Count up all the tires that are changed in a race. All that rubber has to go somewhere.

That is why I quoted factory engine prices. You can order the engine, only have about 1 week downtime for the swap, once the replacement is in hand. For a field overhaul, by a GOOD shop, yes, it can be many months before you get the engine back.

Except there have been a couple of posts here where serious issues were caught using it.

Not an MSC but a SUPERB shop is RPM Aircraft Services at KGAI. Our very own Byron (JetDriven) here on MS.

American Aviation - Turned BD-1 into AA-1, developed 4 place AA-5 Traveler. No idea what happened with -2, -3, and -4.. Grumman - Turned AA-5 into AA-5A Cheetah and AA-5B Tiger. Roy Lopresti (yes, the same one as Mooney M20J 201 fame) did the work. Gulfstream - Bought the line for the jets and killed the piston aircraft. Did produce the Some some singles and the twin Cougar under the GA type (GA-7) for a short time. American General - purchased and revived the Tiger as the AG-5B with some upgrades. Tiger Aircraft - Purchased the type certificates and restarted production. Even ones with G1000 True Flight Holdings - Current owner of type certificates. Makes parts and "plans" on resuming production. Hmm, sounds like Mooney.

It will outrun an Arrow. 130 or so is the original prop. The Sensenich removes the yellow arc on the tach and adds something like 10 knots to it.

There is thread where someone came up with a circuit to make them not dim all the time.

Another option would be a Garmin upgrade, but not quite as all out. Maybe just the G3X, GFC-500, and a new audio panel. And NOT add a GTN-750Xi, just run with the single GTN-650Xi I have now. Maybe change the King Nav-Com out

My KAP150 is working fine, for now. And I was thinking the same thing about the G3X, maybe a G3Xi version. I would hate o put in a G3X and 1 month later, have Garmin announce the new version

I was thinking that it would be a possibility with the Aspen upgrade.

It seems he may not be flying any more. No medical since 2001. Medical Information: Medical Class: Third Medical Date: 2/2001 MUST HAVE AVAILABLE GLASSES FOR NEAR VISION. BasicMed Course Date: None BasicMed CMEC Date: None Certificates PRIVATE PILOT Certificate: PRIVATE PILOT Date of Issue: 6/17/1994 Ratings: PRIVATE PILOT AIRPLANE SINGLE ENGINE LAND AIRPLANE MULTIENGINE LAND INSTRUMENT AIRPLANE Type Ratings: P/CE-500

If you do LED all around, the tail light may need 1 or 2 wires run. The tip lights already have 4 wires (strobe, nav, and separate grounds). You need a minimum of 3 wires (strobe, nav, ground). The 4th wire can be used to sync the strobes so they flash together. The stock tail light on my 252 is only a strobe. The rear nav lights are in the tips. If you want to have the tail be both, you need to run 1 wire for the nav. And if you want the strobe synced with the tips, you need another wire. Strobe power supply can be removed for a slight gain in useful load. Landing/taxi lights are simple. I am doing the LED strobe/navs shortly. Also adding a beacon, as my plane does not have one.

Realize, I did buy a Mooney. But the Tiger is nice for a simpler airplane. And they are a hoot to fly. Both are the fastest in their class. A Tiger is faster than most 200 HP retracts, EXCEPT Mooneys.

Currently I have an Aspen 1000 Pro with GTN-650Xi, GTX-345, G-5, King nav/com and KAP-150 autopilot. I was planning on doing a major upgrade in a year or so to G3X, add a GTN-750Xi and GFC-500 autopilot. But Aspen has some great deals for another week with trade in. So it would be relatively cheap to change to an Aspen 2000 Pro Max setup, or even a 2500. So Aspen upgrade now? Or wait to do Garmin?

Currently I have an Aspen 1000 Pro with GTN-650Xi, GTX-345, G-5, King nav/com and KAP-150 autopilot. I was planning on doing a major upgrade in a year or so to G3X, add a GTN-750Xi and GFC-500 autopilot. But Aspen has some great deals for another week with trade in. So it would be relatively cheap to change to an Aspen 2000 Pro Max setup, or even a 2500. So Aspen upgrade now? Or wait to do Garmin?

What I would like to find is dual USB-C Smart outlets. Since I already have two USB-A on pilot side. That would be great for pax side.

You are still paying more for your annuals to have the gear swung and rigging checked. And more for insurance