Cruiser

Airspeed is the only gauge that is left for sale.

AHRS measure the change and acceleration of the unit to calculate the three axis position relative to the "null" or static position. This is set during the calibration process at installation. The AHRS unit is mounted during installation within a few degrees of level. Some have software adjustments to shift the display a few degrees so the unit will show straight and level flight on the indicator.

Aspen has the twin PFD/MFD Evolution 2000 system priced at $12,995 right now on their website.

The other primary "six pack" gauges can be removed with the addition of the MFD w/EBB external battery.

The new Max PFD does not require the original AI if it is connected to an IFR approved GPS but the other primary instruments are required. (airspeed, altitude, etc. ) getting the MFD w/EBB allows the removal of those.

A couple of clarifications to the Aspen E5 1. The E5 is certified for day/night IFR operations. 2. The E5 has the new high resolution "MAX" screen and processor. 3. The existing Attitude Indicator may be removed (unless it is required for other puposes) 4. Vacuum system in not required by the Aspen E5 and may be removed in accordance with FAA regulations.

I do not believe you can get weather on the 429 line. Traffic - Yes. Weather - No. Weather is only available over the 422 data line. The problems start with the configurations of that data output in the 345. The OUT has to match the IN of the mating equipment. If they will work with the same data configuration you can piggy back it all on the 422 line. (don't hold your breath) The Aspen issue has been resolved with a software update that is pending FAA approval.

I thought Garmin has a similar issue with their equipment? Anyone know the details.?

I did KPCW to KHEG non stop 10,000' on 52 gallons

The A36 Bonanza that I fly in has an annunciator panel in the glare shield in front of the pilot. This one looks extremely modified.

37-20-00 - INDICATING The indicating system contains a low vacuum warning light, HI/LO VAC in annunciator, which flashes (RED) when vacuum is below 4.25 +/-.2 In. Hg. and a high vacuum warning light, HI/LO VAC in annunciator, which illuminates steady (RED) when vacuum goes above 5.5 (+.2-.O) In. Hg. 37-21-00 - VACUUM SWITCH The vacuum switch (7), Fig. 37-1, is located on either the Artificial Horizon (3) or Directional Gyro (4). The illuminating low and high "light ADJUSTMENTS" are done on the switch, NOT on the annunciator panel. 37-21-05 - ADJUSTMENT 1. Remove switch from instrument. Reinstall wires if removed. Attach poly-vinyl hose, "T" fitting and calibrated gauge to vacuum switch. Connect other end of hose to a vacuum source. 2. Turn aircraft power ON. The "HI/LOW VAC" light should flash. 3. Apply vacuum and adjust source to 4.25 (+/-0.2) In. Hg. Adjust Low setting screw (connector end of switch) to illuminate low vacuum circuit on the annunciator panel. 4. Increase vacuum source to 5.5 (+.2-.O) In. Hg. Punch a small jewelers screw driver through the polyvinyl tube and into fitting where the high setting screw is located. Adjust until the "HI/LO VAC" light on annunciator is illuminated. 5. After you have completed switch adjustment turn aircraft power OFF. 6. Remove switch from hose and gauge. 7. Reinstall switch on Gyro. Reconnect wires

37-12-05 - ADJUSTMENT 1. Tee calibrated vacuum gauge into system upstream of regulator (see Figure 37-1). 2. Operate engine at a minimum of 1700 RPM. If vacuum regulator is not set at 4.75 +/-0.25 In. Hg., bend locking tab away from thumb adjustment screw. Turning screw IN, will increase vacuum; turning screw OUT, will decrease vacuum. Set vacuum to read 4.75 +/-0.25 In. Hg.

37-12-00 - VACUUM REGULATOR Vacuum regulator (2) (Figure 37-1) is a spring controlled diaphragm valve for regulating vacuum for aircraft's pneumatic instrument system. Vacuum regulator is located on left firewall. inside cabin, just under glareshield. Adjust vacuum regulator valve. according to SECTION 37-12-05.

those exhaust valve pictures look really good. What is in the bottom of the spark plug between the ceramic and the outside wall? About 11:00 in the images.

My Aspens will do exactly like those shown above. GTX345 with Aspen traffic, weather an SV

I have a different track for your consideration. It will take about 70 hours to earn your PP. It will take another 100 hours to learn how to fly Then you will need about 50 more hours to get IFR qualified. I suggest you do at least the first two in a basic trainer. After that, if you feel comfortable you can get the Mooney and do the instrument work in it. Long cross country trips are another learning phase of flying. Take your time, get good at what you need to do. Be safe.

IF you encounter icing FIKI equipment probably won't be enough.

Airspeed, VSI for sale. Removed from 1999 Ovation. Accepting offers. Edited 21 minutes ago by Cruiser update

My VS button is located front and center on the lower right knob of the PFD. It also selects the Altitude when you push it in once to change from HDG mode to ALT mode. The hollow cyan bug on the vertical speed tape moves up and down and turns to a solid magenta box with the digital rate inside when selected. Not bad for this crude, VW bug of a glass panel.

I would break it beyond repair also, but not for your reasons. What a piece of junk.

All true except for the airplanes that are not seen by the ATC radar. IF ATC cannot see them then you will not see them either. This is most likely to occur around remote airports that are not in range of radar coverage at the pattern altitude. In this case there can be a bunch of airplanes buzzing around that will not be seen other than visually.

Not sure which firmware you are using but my A/P, Aspen PFD, IFD540 will fully couple to LNAV/VNAV, LNAV+V and LP+V approaches.

there are......... they just don't seem to cross paths with him.

Why? What indications do you see? Just announced new E5 last summer, Newly announced MAX upgrade, FULLY backward compatible with ALL previous units. Very price competitive. What am I missing?

Not sure for Lynx. I think it would be better to do it there instead on on the Aspens. You have to go into the configuration on the Aspens to change the RS-232 line off.