Cruiser

Aspen said 10 business days in their shop. Add transportation and local remove and install to that time.

you can get the GTX 335 with an internal GPS source. see https://buy.garmin.com/en-US/US/p/140939/pn/010-01214-41#

NO !

GTX335 get GPS source from an internal gps OR an external certified unit like a GNS 430W or a GTN 750 In any case the GPS source data must be from a permanently installed certified unit, not a portable.

has anyone needed to overhaul the fuel pump on the 310HP upgrade for an Ovation ? Engine does not want to run at low RPM, 700 - 900. It will start to stutter but if you hit the low boost pump ON it will keep running, turn the electric pump off and it runs but slowly want to quit. Hit the electric boost and it will keep running.

My units get shipped tomorrow for the MAX upgrade. Looking forward to a great upgrade on these. I should see them back by the middle of August. Anyone with info on the upgrades let hear it.

There are two parts to FAA approval of equipment in an aircraft. First part is the equipment itself. Is the equipment tested and approved for aviation use? Normally this would be certified by TSO or now by ASTM testing. The 8130 form you are referencing only provides a paper trail to the history of the equipment. Normally an A&P needs evidence the equipment is operating properly. If there is no 8130 form then the A&P installing the equipment will need to approve it by testing after installed in the aircraft. Second part is the use in a specific make and model of aircraft. Does the equipment to be installed have FAA approval for the specific Make and Model aircraft. The list of approved equipment can be found in the TC (type certificate). If the equipment you are adding is not on the TC then normally an STC (supplemental type certificate) provides the evidence that the equipment is compatible with the airframe. Finally if there is not an STC there are many small parts that are not MAJOR modifications to the airframe that can be approved by the A&P/IA by logbook entry.

always buy your fireworks from the guy with an eye patch and missing fingers................. they have the best ones.

The FAA has certified this system to be safe and accurate. Pilots should always practice emergency partial panel hand flying in less than ideal conditions. There is no reason an average pilot should be in any risk when their primary AI stops working. Any more than when the vacuum pumps fails in IMC in a steam gauge equipped airplane.

something has changed. I have been downloading Seattle Avionics charts for years. I use four SD cards to swap the two in the plane with the two backups so I can download the changed data early. Everything worked until last month. I had the same problems. Now every SD card is giving the same error. All four cannot have gone bad at the same time. Something else is happening.

Anyone else having problems with the Chart Manager? Last month and again this month the Data download process is giving me errors. Now I am seeing Validation error, missing file: EC2HOTSPOT-02.png the download finishes, it says Approach plates and government airport diagrams installed OK but when I take the SD card to the plane the Aspens will not read them. It shows Database Valid From XX-XX-XX to XX-XX-XX

You might try going higher altitude and low RPM setup for a very low power, say 55% then try leaning to get the EGT to drop (show peak). If it works you can reference the peak position on the EGT gauge for a comparison. Then try the same configuration at lower altitude. If you can't find PEAK there is no way to know how much LOP/ROP you are on that cylinder. Maybe someone here can indicate which cylinder is the richest and which is the leanest for your engine model. They normally are all very nearly the same

The best repair possible for the King HSI is the purchase of an Aspen PFD.

Mike Busch, Bob Kromer and Bob Minnis were there for the two days of presentations. Great information. They shared a lot of expert knowledge about Mooneys, engines and their maintenance that you could not get anywhere else.

did you try LiveATC.net ?

please let us know if that was the problem.

I would suggest all Mooney owners get a quote from Falcon Ins.

The System 55x will not dive to intercept GS on its own. If you are above the GS push the ALT button to manually engage the GS. Be very careful this will make the airplane dive to the GS intercept. There are other specific signal requirements needed to engage the autopilot on an approach, if any are missing the unit will not control the path on its own.

what does the "installer" say about them?

I don't think so. The MFD has an extra plug on the back that connects to the external battery for the FAA required 30 minutes. The PFDs do not have that connection. all the other functions are the same AFAIK.

Yes, GNS series will work

this makes no sense at all unless someone tied (spliced) the two probes together. The OEM CHT should be totally separate from everything else. Are you using a separate probe for the JPI and a separate probe for the OEM CHT ? How are they attached to the Cylinder ?

240 HP or 310 HP two blade or three blade prop? 3200# or 3368# ? actual weight during flight

what RPM are you using and how are you determining power?

try putting pressure on the rudder petals and move the yaw slightly to one side and then the other while watching the airspeed. Give it time to react. Many times the plane is not perfectly rigged and you can get a knot or two from the reduced friction. This is also a good way to determine if your turn coordinator is aligned properly.