PTK

I don’t see how. The way to provide attitude ref to my KFC150 is traditional KI256 or an emulation via ADHRS. The G3X touch doesn’t even allow GAD43E. So I don’t see how unless they know something we don’t yet know.

Give us a complete dual G5 to drive our perfectly functioning autopilot today enabling us to go to gfc tomorrow. Wouldn’t this be driving the “ecosystem”? Seems to me it’s does!

I stop short of calling the E5 a “major competitor” or “equivalent to two G5’s” The redundancy offered by a dual G5’s is a huge advantage! In my opinion the E5 is a distant competitor behind the G5 but not equivalent!

Good question! I think Garmin needs to finish the job by completing the G5 interface with legacy autopilots. Finish what they started with the HSI G5 and provide attitude reference. They need a dual G5 setup to feed legacy autopilots. This would be a stepping stone for many panels to eventually go with GFC500.

Another barrier may be the non-TSO status and experimental pedigree of the G5. I’m not sure but am curious to know if a non-TSO box can be interfaced with a flight control system such as an autopilot. Can a G5 be allowed to provide attitude reference to a KFC from a certification or regulatory perspective? Anyone know if there is any precedent? Garmin didn't do it with the G3X touch. Also non-TSO with an experimental pedigree.

That’s a good thing you haven't paid them on top of all this.

Is it possible to work it out with Aspen to cancel and return the new unit to them, keeping your old one? Their dealer should be able to assist you with this. It’s the least he can do since he can’t complete the install. Both Aspen and the dealer bear full responsibility. If they have any ethics and sense of responsibility towards their customers they should be able to see that you entered into this transaction in good faith but due to circumstances beyond your control things went south. If they don’t they may play the blame game by attempting to deflect responsibility giving you the runaround. If Aspen let’s you down like that it would be a major disappointment but I’d try and complete the install at this point and then sell it down the road when you can install Garmin. Thankfully there's Garmin and they’re not going anywhere!

I would research the flat rate repair costs of Avidyne and get answers in writing before buying any of their products. Also I’d research how well dual G5s work with Avidyne. To avoid any unpleasant surprises. Have you considered a GTN? Higher upfront cost for sure but a predictable and ideal fit to your future plans.

First of all congratulations on your beautiful Mooney! Regarding stormscopes my feeling is that they’re not extremely useful in our airplanes. They were great back when they were installed. These days with XM and FIS-B improving refresh rates and their product suites there is really no need for them. Now having said that since it’s already in your panel and it works and you don't need the space I wouldn't remove it. The 900 although not serviceable as you mention, it is a series II stormscope which is current technology. So since it works I’d keep it but certainly I wouldn’t expend funds to repair it or “upgrade” it to another one as some folks do. I have a WX900 in my panel also which works great and that’s my philosophy. I don't plan on penetrating any storm cells in my Mooney or in anything else I fly so looking for lightning strikes is not top priority and a non- issue.

Well, you do. You are the pro we look to for education. If not you then who? As you said you educate your customers so they can make good decisions.

That is not what I said and no reason to get bent out of shape so early in the year! On the contrary, because you are a professional I asked for your reasoning of why E5 over G5s. I was seeking knowledge, wanted to learn from your vast experience. Which you haven’t yet provided btw but that’s ok, I understand. You can’t recommend what you can’t sell. And the fact that you are not a Garmin authorized dealer doesn’t make you anything less. That’s ridiculous and I never said anything of the sort! That detail does, however, enter into and is the centerpiece of the equation of what you recommend and why. You are biased against Garmin. Naturally you will push and recommend what you sell. And there’s nothing wrong with that either. I wouldn’t expect to walk into a Chevy dealer and be recommended I go look at BMW’s!

I have and I do. Getting back to the new E5 which is what this was about, what are the problems with that? RSM issues which Aspen denied forcing their poor customer to pay more money and now multiple units blanking out in flight? And you preaching redundancy don’t see an issue with that? In a dual G5 setup if, in the remotely unlikely possibility, one goes the other steps in. When, in the highly likely chance, an E5 blanks out there’s nothing. I ask you: is redundancy good or isn’t it? Make up your mind!

The self appointed/self anointed from the peanut gallery is at it again I see! What firmware? They released a software update but their brand new E5 blanks out? What a bummer! It tries to display ads-b in but can’t. My bad!

The relevant point is that there is nevertheless an AD on Aspen boxes for safety of flight issues. Now we learn that multiple E5’s have been reported with similar issues. Wondering on what basis does he recommend E5 over G5s. Is he an authorized dealer for both or just Aspen? Or is he biased against Garmin because he can only sell Aspen? In other words can an avionics shop really be unbiased if it’s not an authorized dealer for both?

Interesting you advise E5 over dual G5s. Especially so considering the SAIB turned AD against Aspen boxes due to blanking out in flight. And now the issue plaguing the E5. Are you an authorized dealer for both Aspen and Garmin? Or just Aspen and are therefore biased against Garmin?

Based on your experience how does this apply to avionics for our ga airplanes? Can you give an example?

May I ask you from an avionics shop perspective, who is responsible to ”figure out the real problem/issue?” Do you advocate for the customer or the manufacturer? What advice do you offer your customers? What are your recommendations and your philosophy as far as avionics manufacturers and the quality and dependability of their product?

He has an E5 showing similar unsafe behavior, i.e. uncommanded resets. I think it’s applicable and related. The fact that now it’s a different box than what’s on the AD illustrates that Aspen has very serious systemic issues.

@bd95r as you may already know the FAA has issued an AD on Aspen boxes: https://www.bonanza.org/news/aspen-flight-display-ad/jan-2019/aspen-flight-display-ad/ “SAIB SW-18-31 was issued to notify the public that an unsafe condition may exist. Since we issued SAIB SW-18-31, additional analysis of the reports of uncommanded resets and the nature of the possible unsafe condition were evaluated, and we have determined that a more urgent safety need requiring AD action is necessary. As a result, we are adopting this AD for certain Aspen EFD1000 PFD, EFD1000 MFD, EFD1000 EBD, and EFD500 MFD units installed on various airplanes. The unsafe condition, if not addressed, could result in loss of control of the airplane in Instrument Meteorological Conditions (IMC) or at night.”

I have found AeroShell Flight Jacket Oil & Exhaust Remover to be the best. The way I use it is simply spray it on, let it sit several seconds and wipe off with microfiber cloth. Repeat with clean cloth as needed. Leaves a clean shiny surface. How thick the residue is determines how long you let it work and repeat. I go through a lot of microfiber cloths!

Have you considered fixing the mp gauge?! I’d never pay 18k unless the thing is made of solid gold!

No, that’s not how I read it. Cannot use the old existing 121.5 antenna with 406 ELT. The Mooney SB authorizes installation of new antenna in the dorsal fin, I.e. beyond vertical. That’s a good thing but still have to r/r the dorsal cover which I wanted to avoid doing.

Slightly off theme but related to the topic: Is it advisable to test by adding a known volume of water, say that of a half a fuel sampler cup, to the tank, let it sit overnight and then sample through the valve? Theoretically that volume of water should come out the valve if functioning as it should. Please forgive if it’s a stupid question, I’m not an engineer!

Paul, I have the AK450 with the antenna concealed in the dorsal fin. Are you aware if the ACK406 can utilize the same antenna? I’m having some avionics work next month and thinking about asking the shop to pull a wire from the GTN to feed position to it. I’d like to avoid involving the dorsal fin. Thanks.

Oh my God! This is so awful. No words, brought tears to my eyes. It’s devastating to hear this. Having followed along with his struggles and challenges and his progress I am so very saddened. My heartfelt and deepest condolences to his wife Jenny, his family, loved ones and friends. I pray they will find consolation in that Mark was doing what he loved and fought a very difficult uphill battle. To you Mark, Godspeed and tailwinds to the final frontier.