Cruiser

For those interested in the actual problem. I believe Garmin experienced much the same issue on the GTN750 last month as I am told. The FAA has recently changed the data stream on the ADS-B weather products. The Garmin GPS was overwhelmed and shut down. Since the GPS is not a primary instrument this was not advertised like the Aspen PFD/MFD . Aspen is experiencing a very similar problem with the ADS-B data stream. The FAA and Aspen are working to resolve this. In the mean time turn off the weather (ADS-B) input to the PFD/MFD units and they will be OK. There is NO AD at this time (and probably will not be one)

This is a statement on the new MAX page and applies to current units that can be upgraded. The current units are not MAX units. They can be sent back for upgrades. The second statement does not mean you can remove the AI on the current units. The new MAX units will require a GPS data input which allows the removal. Current units still need a backup. MAX units are NOT CERTIFIED yet. They are not available yet. They are expected early next year.

I thought they were running a special offer that included the unlock?

How are you able to remove the Horizon ? If the Aspen includes the GTX345 unlock, fine but you could get an L3 transponder from Aspen with no additional unlock cost. Have you considered adding the EBB58? it is not very expensive.

It is very simple.......... What combination gives the best mpg. ? You can compare all the different combinations with only the mpg measure.

I take it you are ferrying the plane. What of the list was found before you took it to Don? Was there an in air problem or did you schedule the stop? Let us know the rest of the story when you can.

I thought all repair on aircraft pats/components required an approved procedure to follow. Usually issued by the manufacturer of the part/component. Without the proper procedure to follow how can an A&P do the work?

from the weather chapter training we learn that clouds form when the warm, moisture laden air cools to the dew point. This is why all the bases seem to be at the same altitude on stable days. So, your internal engine parts are a happy 90°F at the surrounding humidity level and suddenly the outside temp drops significantly. The outside of the aluminum engine is cooled from the surrounding air to some new temperature. As long as this differential does not drop below the dew point you should be ok, otherwise moisture will form on the warm side of the cooling metal.Just like it does on the windows and doors in your house.

you mean like this

If you are truly interested in sound advice, go back and reread the comments from those that have FIKI equipped aircraft and listen carefully. These people are best equipped to deal with the situation and they are telling you not to mess with trying to predict it. In 9 out of 10 cases you may experience exactly what you predict. BUT what all of these "experts" are telling you is sooner or later you will get a nasty surprise. ICE is not nice.

If your reason for painting is for your own satisfaction paint it the way you like it. If your reason is for resale, paint it the way a buyer would like it.

you should add the GDL82 to your list of equipment. This is becoming a popular solution. Curious why a single point failure is a focus since you are flying now without any of these?

There are two primary reasons for a top overhaul. 1. burned exhaust valves 2. excess oil consumption There are others but these are the main reasons. Recently Mooney issued a.service bulletin on the Air-Oil separator because excess oil consumption was blamed on cylinders when in fact it was crankcase pressure forcing the oil out. So, how do we recognize and prevent premature top overhauls? Truthfully, I don't know. There are some things that make sense. Temperature is evil in an airplane engine. The higher the temperature the quicker the damage. Even though valves are mainly a function of tolerance and fit, the lack of that precision is what wears them out. doing it at higher temperature will wear them out quicker than doing it at lower temperature. Turbo charged engines run hot(ter) then NA engines. It follows that the turbo have more heat related issues than the NA group. With the LOP revolution new guidelines for temperature limits have been generally accepted to be around 380°F CHT in cruise. This is supposed to extend the life of the cylinders and protect the valves. I have no data to support or refute this claim. It does make sense but there are still failed valves even in LOP run engines. So? On the other hand, ROP run engines have a checkered history of some making TBO and some not. (Top overhauls) Where is the common thread that links all these failures? It makes sense that EGT must play a part. Even if the exhaust valve (cylinder) was going to fail from poor fit due to poor machining it is accelerated or delayed by the heat environment it operates in.Need more proof? Why do we not see an equal amount of intake valve failures from poor machining (fit) ? What is different ? HEAT? Correct me where I am wrong. I welcome the insight.

Perhaps, but I would have expected an "expert" to acknowledge the new Aspen Pro Max as the comparison to the TXi or at least mention that yours was an apples to oranges comparison. Look, I know you are a Garmin guy, no problem but you also influence others with comments that are pure opinion. I would hope that all of us are not exactly alike and some have varying needs and likes that differ from yours. I like your criticism of the TXi handling of the touch screen control and the fact that you can "fix" it for a mere $2200 extra. Great endorsement among the other problems you don't like about the PFD, MFD layouts etc. I could go on but I hope you get the point.

Sorry Don but this is purely a biased opinion on your part.

the Aspen STC only says that the backup AI required must be approved by a separate source. It is not part of the Aspen STC. So anything other than the OEM approved AI in the plane must have it's own source for installation under the desired configuration.

you did all that for $200?

We learned at the MooneyMax conference last week that most of the water leaking into the tanks goes down the center shaft with the small o-ring because many times it does not get changed with the big outside o-ring. A simple check is to look in the depression in the center of the cap around the lift lever after a rain. If there is no water in the center of the cap it leaked into your tank.

At the MooneyMax conference Kevin Kammer said they had over $350,000 in material not including any labor in each new airframe.

It is Saturday morning and raining. Heading for the muesum, not much hope of it clearing though.

Brian and I are planning to be there. Weather allowing.

I am replacing my four year old Dawley overhauled muffler with an AWI overhauled muffler because one end of the muffler was cracked along the top and bottom length of the end plate. Everything else on the muffler looked in good condition. Would this be caused by normal heat/cool cycles or something else?

what should a normal Mooney annual INSPECTION cost? no "extra" work just the clean, lube, grease, inspect and sign off

your insurance should cover a replacement airplane during repairs, perhaps a new model from Kerrville.