PTK

Quote: KLRDMD

Quote: Mazerbase I have a PFD/MFD installed prior to the availability of the EA100 (I still depend on my AI for that). I also had infant mortality and the units were replaced quickly. I have never flown a G1000 or G500 unit but I really believe the compact scan on the Aspen is terrific. It's like there is no scan at all. All the information is right there, all the time. I've mentioned this to numerous others considering upgrading and a lot continue to say they want the bigger screens anyway. I don't get it. The biggest problem I have is with subscriptions. I have one for the Garmin, one for my EFB from Seattle Avionics,one for XM weather, and one for the Aspens. On top of that, I would need to buy two chart subscriptions if I wanted to use the charts on the Aspen as well as my EFB. Since the geo-ref on the Aspen has never worked even after I went through the verification process on the free trial, I passed that $200/yr up. It just keeps adding up and nobody seems to be interested in packaging with discounts for add-ons.

Quote: Parker_Woodruff As far as installation, you're not really "tweaking" anything. You either get it right or you get it wrong. It's just like flying an ILS approach. You either execute the approach or you don't. There will always be equipment failures in this imperfect world, but I do believe we will see less failures with solid-state equipment, such as we have with "Glass". The point of glass equipment is IMO is 1) additional information because of "computer" processing of flight data 2) additional information due to a computer presentation of nav data 3) reliability improvements when coupled with a properly executed installation.

Quote: Parker_Woodruff I'm going to try to answer this from several different perspectives. Maybe not to highlight an actual answer as to why these systems fail, but to highlight some realities about aviation equipment and the production processes for installing equipment in our birds. 1). I've helped many individuals with aircraft acquisitions over the past few years. Several of these individuals have been students of mine, or students of a contractor that worked for me. I've done legwork on many aircraft, from older Mooneys (M20C and later), to most recently helping on a 2005 Cessna 182T. I've also recently put a plane into contract that I will soon own. Having gone through the maintenance logbooks on many/most of these aircraft, I have seen countless instances of "infant mortality" type failures or anomolies in avionics systems (in addition to airframe/engine systems). Take a group of Mooneys (whatever the model year). Typically, you'll find that the most frequent maintenance taking place on an aircraft is in the first 200 hours. I have seen countless autopilot removals/repairs in these planes. I have also seen many instances where primary vacuum/electric instruments have been removed and replaced (under warranty of course). Finally, I've seen several instances of G-1000 PFD or MFD failures that have required Garmin service/replacement. The reality is we fly behind low production equipment. It's not like we're driving behind Toyota instrument panels. Seriously. Go look through the logbooks of any Mooney produced since 1995 (or earlier if you wish). Even in these days of great technological advancement, airplanes don't roll off the line perfectly and are often in the shop during the days that they're getting "broken in". 2) Adding to the relatively few manufacturer defects causing failure, there are many installation errors adding to the failure rate that should not be attributable to the manufacturer. The fact is there is a learning curve for many avionics shops when installing this equipment. Many smaller shops do well in learning, many do not. Chances are Garmin isn't installing your equipment. This is one more link to fail in the production/distribution/supply chain. Have you seen the back sides of our equipment? We're still dealing with Pin-outs here. Just one poor connection can lead to chasing a problem in our equipment communicating properly. We're not dealing with high production Ethernet cables here. I don't have the electrical engineering degree to know why at least all of Garmin's stuff can't connect/interface to other Garmin boxes by Ethernet cable. 3) I invite you to a previous post that I made that highlights the instrument failures I've experienced over my 853 hour flying career. http://www.mooneyspace.com/index.cfm?page=4&mainaction=posts&forumid=3&threadid=2660#post30166 Your best insurance for getting a reliable installation is to have a competent shop do your work. After that, keep your instrument skills up to date and be ready to fly off your standby instruments. In the same way, be prepared to isolate failures on your existing equipment while in IMC. Your systems can fail, too. People with the "new" glass equipment are keeping others informed of their failures. But there are many more untold stories of equipment failures with the old vacuum/electrical equipment as well.

Can someone, maybe Peter Lyons of Aspen, please explain to me because I'm ignorant on this stuff. Why do these things fail? I'm researching a glass AI HSI (I have the KFC 150 with HSI system) and when I hear this stuff I get nervous. Yes Aspen is responsive and all but what is the problem? Is is software is it interfacing what the heck is it? ! My system is working like a charm but I was looking around to possibly upgrade and complement my brand new GTN 750. When I hear these failures I don't feel warm and fuzzy inside.

Quote: flyboy0681 You are correct as far as the information that's being displayed - and that would be desirable. However, when you do that the moving map stops dead in its tracks and freezes until you press the Back key to return to the map display (sans the VOR information). The issue is not getting the distance and bearing to display, it can be done by adding the VOR as a waypoint or destination. The issue is that simply tuning in the VOR on the receiver does not give you this information instantly or by default as the 530 does.

Quote: flyboy0681 It looks like the GTN lost functionality over the 4/530 series. I just went through the manual and nothing like this is mentioned. I then fired up the simulator and couldn't find something similar either.

Quote: flyboy0681 The KX-155's bigger brother, the KX-165, has the same radial display functionality and is a pretty neat feature. These units are plentiful and are easy to come by and look good too.

Quote: Parker_Woodruff I would just get a Garmin SL30 Nav/Comm. But if you've got the money for a GTN650, it can't hurt. You'll be able to fully dedicate the 750 to a moving map and the 650 to raw data.

Quote: Bennett New panel being installed for N335BB. I opted for the GTN 750 with remote audio, and I (think) I am keeping my old King mode C transponder depending on space requirements. I've sold just about all of the old King Silvercrown avionics: KX165, KX155, KIng DME, King ADF, Garmin GX55, AvMap EKP IV with XM, indicator heads, antennas, etc. The new panel (center stack, and the panel to the right) are fairly simple: From the top: Mooney annunciator, Garmin GTN 750, Garmin 430W (used prices, even with warranty are really low right now), and a King KAP150 autopilot. The panel to the right will house a Garmin 696 with XM in an AirGizmo mount, various switches, etc, and if it fits, the old King transponder at the bottom. With ADS-B coming, but with no clear standards yet, I would hope to wait and not change transponders at this time. Executive Aircraft Maintenance (great shop) in Scottsdale is doing the work, and they will be cutting all new panels. I should have her back in about two weeks, and I will post photos. Not inexpensive, but this will be getting me closer to my ideal airplane.

Quote: jax88 I did it! I finally made a decision on a new aircraft last night. After a couple of months of studying the market, looking at several sets of logs, considering all my flight profiles and future needs, I pulled the trigger. My new aircraft will likely NOT be any faster than my current aircraft. You see, I decided last night that I would keep my 75F and invest in new avionics, interior, and mods. A complete avionics upgrade is scheduled to begin June 20 at McKee in San Marcos. While the avionics are being done I am going to get SWTA to add flap gap seals (shame they can't get the glass for the 201 windshield mod) and overhaul my fuel senders. I will likely have the interior completely redone at the same time so the co-pilot will quit nagging me about needing a headrest AND so I can get those unsightly cracks in the plastics covered/replaced. Not the sexiest alternative, and probably not the smartest financial decision (I'll never get even a third of what I'm about to spend back if I decide to sell later), but I've yet to have a trip in my 75F that I didn't enjoy and feel completely safe about.

About 6 years ago during an approach into KMPO. I was flying up there with my wife to meet some people to go skiing. Weather was VFR abd a beautiful day. Coming in on an uneventful approach short final and getting ready for landing. Suddenly out of nowhere and totally unannounced some airplane comes about 50 feet directly above me, I could touch his tires it seemed so close, and passes in front of me!! The a-- hole proceeds to try to flare and land but unable to do so. Don't know why it is a 4000 foot runway! Probably to over speed. By this time I'm executing a missed and he decides to go around in front of me. We are now both low slow and in very close for comfort proximity to each other. I was able to maneuver out of the way and landed safely the second time around. Unless he was deaf or blind he had to have known I was on short final!! I never found out who it was and was never was able to locate the airplane. I wasn't looking for N number while maneuvering around this jackass!

This is what happens when a company penalizes its dealers! Narco would not sell parts to its own dealers because they wanted the customer to send in repair work directly to the factory! Is this absurd or what! So the end result is the dealer or avionics shop will not sell NARCO radios! Simple as that. Imagine a Garmin dealer not be able to obtain Garmin parts! Wouldn't this be ridiculous?!

I called Garmin about this. Their position is that the FCC and FAA don't realy communicate. What else is new, it's the government! But he did indicate that it would not be allowed to interfere noting that there are a lot of GPS users including the miitary and commercial operators. He did also indicate that it's the government and they can do anything they want! I take that to mean they can even take down GPS satellites! But I don't see them allowing interference with navigational GPS signals.

Quote: Shadrach Yes, you've made it oh so clear that you believe that little to no innovation occurs outside of the factory...even when you're unsure of which factory is responsible for the engineering. I made it very clear that the baffling was a Mooney part when I made the comparison to the Lyc IO360 in the C177 Cardinal. Perhaps you would have believed me if I had "factory" credentials... Thankfully no one is holding a gun to your back and making you do all these weird things to your plane. I wish you the very best in your very devout following of the book... It seems in your world every piece of machinery was engineered to the max at the factory and that everything that needed to be learned was learned and applied at production time by factory workers that always performed consistently. I am unfortunately stuck in my world, which is slightly different than yours.

Quote: Shadrach I should have mentioned that it's RTV'd (high temp) in place... If it were to actually come loose, what kind of mayhem do you think a 2X10MM piece of silicone rubber would cause?

This is something you have to respect and cannot force the issue with. Your options are to give up flying or just continue the status quo. Maybe one day she'll come around.

Retail price is apperently not dealer price.

Quote: Parker_Woodruff Wow, if you truly got the 750 for $13,495 installed then I'd say I definitely got rooked.

Now I'mthoroughly confused! I was going to do the weather strip as per Jose and yousay it doesn't work?!

It's terrible. I don't see any discernible parts. I can't see A pillars or anything. Hope the unfortunate folks are going to be ok. What happened to result in such a messy accident? There are pieces all over the place. Terrible.

Quote: Piloto What happens if you need to remove the GTN for repairs or update but need to fly without it. Will COM 2 still functional? How about the transponder? Does a bad GTN in this configuration will ground the plane? José

I'm not sure I'd want to fly around with something wedged in my engine compartment that may very well come loose. Is this thing wedged literally or am I missing something?

Quote: LFOD That looks great. I wish they would release a G250 since you no longer need the MFD portion after installing the GTN.

Quote: flyboy0681 I was finally able to load a few pictures into my gallery. I'll be going up tomorrow so watch for some new ones. http://www.mooneyspace.com/index.cfm?action=gallery&userGallery=3639