Marauder

I forgot about the benefit of uniform CHT temps. I am seeing the same thing. #3 is now in line with the rest of the cylinders. Sent from my iPhone using Tapatalk Pro

Don’t worry. Once Garmin catches wind of the market opportunity with drones, they will jump in. Just like they did with Aspen’s Connected Pilot. Sent from my iPhone using Tapatalk Pro

Andy - when I first saw your announcement I got excited that this group was made up of like minded GA manufacturers like Avidyne, Dynon, Gensys, JPI and what remains of L-3 for GA. A group that could collectively take on Garmin. I looked at the participating members of this “group” and other than drone applications, it was impossible to see exactly what are they selling for the GA market. They look like a hodgepodge of drone tinkerers. If this group is relying upon your resources (both financial & people resources) to produce a non-GA market application, won’t it de-emphasize your focus on your existing GA customer base? I think Aspen needs to quickly disclose exactly how this is going to benefit existing and potential new GA customers. Otherwise, you run the risk of alienating your installed base and like Mike above, potentially new customers. I would have hope Aspen learned that when you collaborated with Bendix King on 770 (that product needs another “0” at the end of the model number). Now is the time to get the message out... not the “Time will always tell, but be assured this is a good thing for all, including you as a customer” approach. Sent from my iPad using Tapatalk Pro

Everyone is welcome to their opinion but I sometimes wonder which orifice people are using to provide an opinion. I looked over the complete logs for this plane. It was extremely well maintained. Right there with Bob Belville’s, John Breda and my plane. It has been flown regularly and more importantly all of the things you would expect to see done by a conscientious owner was done. Right down to the rubber induction boot. It does have 1500 hours on a Lycoming 0 time engine but all of those hours have been through a steady series of hours flown on it every year. Considering most pilots are flying 100 hours a year, it could easily go 5 years before just reaching TBO. And since it only has 267 hours on a new Scimitar prop, I would be one to gamble the plane and prop will make TBO. As for avionics, it’s well equipped. Add in the fact the majority of it’s time was in dry climates, I wouldn’t be hesitant moving forward with a PPI to see what could be hiding (I know SB 208 was done). [emoji3] Sent from my iPhone using Tapatalk Pro

Just to chime in on this plane. I looked over the complete logs for this F model. They were provided to me by Josh (Chief Pelican). A friend of mine is interested in it. From a logbook perspective it is a solid F that has decent upgrades and has been well maintained throughout it’s entire life (down to the rubber induction boot). I recommended to my friend that he should move forward with a PPI to verify the logs indicate. Sent from my iPhone using Tapatalk Pro

That isn't major surgery Andrew! I don't see any guts hanging out. Now this is major surgery!

You don’t need to use the Mooney racks. Just like you don’t have to use a Mooney panel (even if they were available today). A good avionics shop can fabricate the rack and the panels. Sent from my iPhone using Tapatalk Pro

It absolutely is an issue. My plane had upgrades done that clearly didn’t address the structural integrity of the racks after multiple upgrades. The honest shop I am using now showed me how weak the stack had become, even pointing out how the avionics on the right had sagged close to the yoke and where a previous shop had actually notched the rack. He rebuilt the entire rack system. Sent from my iPad using Tapatalk Pro

I’m starting to get 3rd panel envy. BTW - you ever notice your StormScope looks like a marijuana leaf? [emoji3064] Sent from my iPhone using Tapatalk Pro

Sounds like Bob needs a photo of a beautiful if not bountiful woman posted. [emoji1787] Sent from my iPhone using Tapatalk Pro

The letter that Aspen sent owners spells out that the AD pertains to 2000 and 2500 systems only. If you own a single PFD also known as a EFD 1000, it is not subject to the AD. What my avionics shop told me is the reset issue occurs only when two EFD 1000s are together. Either in a 2000 system or a 2500 system. 1000 or 1500 systems don’t have the issue. I suspect it has something to do with two AHRSs being in the system at the same time. Sent from my iPhone using Tapatalk Pro

Let’s see my track record... First 7 years of ownership, 1 AI failure, 2 vacuum pump failures and 2 DG failures. 7 years with the Aspens - 0 failures. Hmmm... Mike - you need to stop posting these photoshopped pictures! Fake news![emoji6] Good luck with the 275s Peter Garmin. Still trying to figure out how a guy who said the Aspens were too small to read, will end up with 275s... Sent from my iPad using Tapatalk Pro

1. ONLY applies to MAX units that are 2000 or 2500 systems. 1000s (standalone PFDs) are excluded. . . . 7. If you have a standby AI, ASI & altimeter (either as individual instruments or a secondary independent electronic ex. G5 or ESI-500), you don’t need to comply by the compliance date - but should have it done. Sent from my iPad using Tapatalk Pro

I just spoke to my avionics shop and got the correct scoop. This AD IS new and is specific for aircraft that have an Aspen 2000 or Aspen 2500 Max setup. Single Max units or non-Max units are not called out in the instructions from Aspen. If you have an Aspen 2000 or 2500 Max set up and have an independent unit(s) to provide AI, airspeed and altitude you do not need to comply with the AD by the compliance date. The service bulletin mentioned is for issues in non-Max units with integrated ADSB In. The units impacted will have 2.10 or 2.10.1 installed. New firmware is 2.10.2 and is available to install now. Less than 30 minutes to install. Hope this helps.

I just spoke to my avionics shop and got the correct scoop. This AD IS new and is specific for aircraft that have an Aspen 2000 or Aspen 2500 Max setup. Single Max units or non-Max units are not called out in the instructions from Aspen. If you have an Aspen 2000 or 2500 Max set up and have an independent unit(s) to provide AI, airspeed and altitude you do not need to comply with the AD by the compliance date. The service bulletin mentioned to the ADSB In issues pertains to non-Max units. The units impacted will have 2.10 or 2.10.1 installed. New firmware is 2.10.2 and is available to install now. Less than 30 minutes to install. Hope this helps.

Have you quantified this with the number of aircraft built? And also by the number of registered (and maybe flying) planes of each type? Be curious what the denominators are.

I think there is probably a number of these gear ups that are directly caused by distraction. I have a few friends that I fly with that I need to remind of my sterile cockpit policy either by saying "please shut up" or "please shut the f%$k up" when my polite first attempt doesn't work. For those of us who fly with higher flap speeds, it is pretty easy to get to VFo, drop the flaps and you are slow enough that you might notice the missing gear drag.

If this is nothing more than a paper exercise, I wonder if the SB could be applied to earlier models with the same gear motor / gear ratios as the early Js? Would a FSDO even entertain the conversation? http://www.mooney201.de/files/M20-209.pdf

Something isn’t right. Since it is purely a calculated AoA there has to be something set incorrectly. Hopefully they can get to the root cause. Sent from my iPad using Tapatalk Pro

“Sorry it took so long to fuel you up. We didn’t realize there were that many screws.” Sent from my iPad using Tapatalk Pro

Clarence - what modifications did Mooney make to increase the gear VLo & VLe speeds? I’m sure I speak for a number of 104 KIAS owners who would love to drop the gear at a higher speed. Heck, I even take 120 KIAS! Sent from my iPad using Tapatalk Pro

I love my ESI-500. Sent from my iPad using Tapatalk Pro

Skip - I suspect that some if not all of the pre-calibration values may be entered incorrectly or you need a Bias value from Aspen. Check out the AoA installation manual. Look at pages 382 and 383 for the pre-calibration entries required. https://aspenavionics.com/documents/webrepost/ADSB%20docs%20FF/900-00003-001%20BH%20EFD1k-5c%20SW2%20X%20Instl%20Manual.pdf Sent from my iPad using Tapatalk Pro

Skip - there is a step in the calibration section that talks about obtaining calibration values from Aspen. Let me see if I can find the document and post the section.

Not I, but if you do come up with a solution, please share. The J glareshield is available on Aircraft Spruce. Maybe you can fabricate one to fit since your model year is a 1975 (like mine). The 1975/76 panels are standard T like the 77 J.