jma201

I've used sponges from Wal-Mart for years. Like the ones you would use to wash your car. 2 Pc Nonslip Cleaning Foam Sponge Auto Car Vehicle Washing Pad Cleaner Tool Wash Average rating:0out of5starsWrite a review AllTopBargains $6.98

I’ve had no issues with my unit after approximately 50 hrs. I also have a IFD440 and STEC 50 autopilot. I’m sorry for your troubles.

Thank you all for the replies. One more thing for the upcoming annual punch list.

I noticed something concerning on my last flight. When starting the engine with the avionics master off, the audio panel and number two radio briefly lit up with power. After engine start, I turned on the avionics master and everything came on as normal. Any thoughts about what might be happening. What would cause the avionics buss to get power with the avionics master off? Thanks!

I have used one of these for years. Full oil level with no oil on the belly. http://m20turbos.hypermart.net/breather.htm

That is in the ultimate plan. I will also have for sale a STEC ST-901 GPSS roll steering module for sale. In the meantime I've have the "old way" available as I learn the "new way". I inquired about just upgrading the E5 at install, but was told the upgrade is not approved yet.

That is still to be resolved. I'm just glad the E5 as primary is reading correctly. I'll get it sorted when I get a chance to fly.

Bingo! Thank you very much! Mark

Thanks for the reply. I am in test mode at startup on the ground. I should have been more clear. Sorry. My question is whether the E5 localizer deflection should match the Garmin CDI during this test mode. My fear is that the E5 is somehow wired backwards since it shows the opposite of the Garmin CDI.

I recently had an E5 installed. After some tweaks, I believe we have it all working but I do have a question for those with Aspen in the cockpit. My current configuration is this: E5 Avidyne IFD440 (upgrade from GNS440W) KX155 Nav/Com w/o GS (no display for Nav at present. This will come with future E5 upgrade) STEC-50 wAlt hold and Electric Trim This is a transition panel at this point with future plans for a complete new panel cut when a STEC-3100 and Engine monitor are added. For now I chose to keep the vacuum AI for backup (new pump at last annual). I also kept the Gamin CDI as backup to the E5, so the approach info is simultaneously displayed on both the E5 and the Garmin CDI. Here is where my question comes in. Looking at the attached picture taken at startup, shouldn't both the E5 and the Garmin CDI show the same deflection on the localizer. You can see the deflection on the Garmin is to the right and the E5 is to the left. I have not had the chance to fly to check it out and it's bugging me. Is this correct? Thanks in advance for any help Mark

I had the same issue. A new antenna fixed it for me.

Thank you.

The KX155 does not have glideslope. Is it possible to make the Garmin CDI secondary to the E5? My thinking is using it as a backup if the E5 fails.

As often happens with our beloved birds, the failure of an item in my panel has prompted a reach into the wallet. I have an S-Tec 50 w/alt hold, electric trim, and GPSS. The autopilot will no longer fly the heading bug and the DG is worn out. The GPSS still works great. In lieu of rebuilding the DG, I have scheduled to replace with the new Aspen E5. I went this route in anticipation of an eventual upgrade to the S-Tec 3100. My question is how much of the vacuum system should I remove or keep? My inclination is to keep the Altimeter and VSI for backup. What say you? Also in the mix is a IFD440 swap if the budget allows. Thanks!

My inspiration! Beautiful!

We did the whole airframe replacing a few items, control rods, etc in addition to the strip and repaint. Shortly after pickup I had a failure of the fuel servo on takeoff. Not fun. So now that is all replaced with new fuel lines, etc. I also added a GDL-82 while it was down for the fuel system repair. Next is a wish list that will have to wait for a replenished bank account. On the list is JDM-900, IFD440 swap for the 430W. I'm an early PO for the STEC 3100 which would replace the STEC 50/Alt Hold/GPSS unit I have now. Finally, either dual G5s or Aspen Max. In hindsight, I chose poorly by using "Finished" in the thread title. We are never really "Finished".

The rear panel was not available for replacement from Plane Plastics for some reason, so we repaired and covered it in ultra leather. Not an exact match to the seats, but close. The seats were done years ago. I do not have that info readily at hand. The front top panel is a replacement from Plane Plastics. The right buttons are remote Ident to the GTX-327, comm 1 and comm 2 swap, and standby frequency swap to the 430W. I'm not sure about the gear bypass switch. It's never come up. I've seen them on other Mooney's and wondered about them. I always assumed I would pull the breaker if I had a problem and go manual.

Here are some interior pics.

You will fit. I'm 6'3 300, but you will have to resign yourself to the fact you will have a two seat airplane with a 50 gal range.

Unfortunately I do not have any data. EDM is now definitely on the list of things to do.

This SB does not apply to my circumstance. From what I understand from my A&P, there are two diaphragms inside the servo. One our both failed causing the excessive fuel.

I've had a few days to calm down and thought I would share an experience hoping it might be of use to someone else. I've gained a lot from this forum over the years without posting or commenting much. I hope to change that going forward. Especially when I have something that might be useful to others. I apologize for just lurking for so long. After a two hour cross country on Monday with no issues, I landed at my local airport to refuel before heading home to our private strip. On takeoff just after gear up the engine loss 90% power. I was able to recover and land on the runway after a scramble to get the gear down. I think it lock in about 30 ft. above the ground. I rolled to the end of the runway with the engine barely making power. I was able to keep it running by pulling the mixture back to about an inch before cutoff and taxied to my local A&P's shop on the field. Luckily he was there and came out just before I shut the engine down. His first thought was that I had a valve stuck because it was backfiring back through the exhaust. Here is what we found. It appears the Bendix Fuel Servo failed and flooded the engine with excessive fuel. All four spark plugs we equally fouled. The engine just could not handle the extra fuel and basically flooded. There is no other apparent damage to the engine. We are still investigating to be certain, but after calls to Lycoming we are pretty sure that is what happened. Any other insights are surely welcomed. Lessons learned. First: Always use every inch of available runway! Second: Do not put off maintenance on the fuel system. As I understand it, the TBO for the Bendix Fuel system is equal to that of the engine. We had a factory overhaul at 1500 hours or so and have only put 800 or so hours on the engine since that time. However, there is also a time TBO of twelve years regardless of engine hours. That is what I ignored. We are past that time limit by several years. Big mistake that could have cost me the airplane or worse. I was very lucky that I was on a 5,000 ft runway and not the 2800 ft private strip at home. That would have been a disaster.

The same thing is happening to me. The google machine indicates it is a known issue with some GA35 antennas. I found this on the Vans site: http://www.vansairforce.com/community/showthread.php?t=158524

No that’s not me. He is my A&P. He did the work.