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Cruiser last won the day on July 20 2018

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  1. six months old $750. Available immediately.
  2. agreed but the A64Pilot said "The line of thought is how can a pilot determine what equipment is necessary for flight if it’s not called out in a min equipment list?" the mere fact that it is an STC negates that argument.
  3. those examples you cite are violations of the STC but is that the same as the FAR requirement ? It could be argued that the STC was not part of the original certification so it is not required for flight.
  4. If the seat slid back the pilot would instinctively try to stop the travel by pulling on the yoke. (don't ask how I know this) it would not matter where the trim was set. Unless there was a co-pilot to take over control and the pilot let go of the yoke this is exactly the outcome to expect. Did the report mention anything about the pilot seat location ? What about the trim setting ?
  5. I would do one or the other. Definitely do something
  6. Consider the M20S Eagle in your search. Only 65 were built. They are 100% Ovation with economy options. Better UL and can be upgraded with the 310 HP STC. the POH performance tables go to 20,000 feet. Some Ovations have been know to make it to 25,000 feet without too much effort.
  7. The Avidyne IFD440 has separate ARINC 429 lines for VOR/ILS and GPS output. This airplane has an autopilot so the VOR/ILS ARINC 429 lines go to the Aspen ACU unit. The problem is with ARINC 429 input to the IFD440. It is wired correctly.
  8. Background...... This airplane was upgraded from steam/analog six pack gauges to an Aspen E5 some time ago. Garmin 430W provided the GPS inputs. This plane flew without issue and the owner managed to do his IFR training and passed his IFR check ride without any issues. The Aspen E5 and GNS 430W are also connected to an S-TEC System 30 autopilot with Alt hold. Everything works. Recently the Aspen E5 was upgraded to a fully functioning Aspen EFD1000 MAX. The E5 was removed and the new EFD1000 installed. There were not changes to the wiring the swap was made and everything worked
  9. there is only one ARINC 429 line from the Aspen to the GPS. We checked the GNS 430W configuration settings before removal. Installed the IFD440 and set the ARINC 429 configuration the same. #1 Low - Honeywell EFIS, 429 out Low - GAMA Graphics w/Int the same as the old GNS 430W configuration. Turn on the power and we get the 429 data not rcvd error every time. Flew the airplane and everything seems to be working ok
  10. Upgraded from a Garmin 430W which was working fine in the plane. Slide in replacement of Avidyne IFD440 gives this advisory. 429 data not rcvd The manual says "Contact the Avidyne Service Center for service" Everything seems to be working what should I look for failure wise.
  11. Since this is your first flight I will assume this has never worked correctly before. The Traffic issue is well known but unclear of the cause. Avidyne says it is failure in the ADS-B system. I see this failure multiple times on every flight. Something about the aircraft ID data being cut out of the datastream. The ADS-B position invalid is just telling you that the transponder is not getting a valid GPS signal. If you did an FAA ADS-B test report I am certain it would fail. https://adsbperformance.faa.gov/PAPRRequest.aspx You show two different issues on the Aspens. On the PF
  12. IF these wires are connected from the G5 ------> the transponder I would guess they wired it so you can get the Altitude data on either the RS232 OR the ARINC429 lines. The ONLY connection needed from the transponder would be a GPS source if it is not provided from some other (GNS400W) source. IF you used the RS232 lines for that, you would need the ARINC lines for something else. If you have the G5 connected to the GNS400W, you will not need any connection to the transponder as far as I can see.
  13. the three wires in the middle plus the two on the right of them need Garmin pins crimped on the ends. The wire on the left needs a blue ring terminal connector and connects to ground. .
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