Marauder

I'm glad there was a common link between the E5 owners and the Nav equipment. Have you spoken to Avidyne? It's easy in the electronics field to blame the manufacturer of the electronic product where the symptom is seen. I dealt with this for years in the electronics industry. Incompatibility between manufacturers will happen. That is why people like staying with all Garmin products. You pay a premium for this but if it will eliminate cross platform issues. I have been pretty happy with the Aspens in my plane working with the Garmin GTN. Yeah, when something new comes up like ADS-B, it took longer before the Aspens and the GTN were on the same page. But it works.

I forgot the E5 was a stand-alone. Get them to give you an ESI-500 as a backup. [emoji6] They sell the L-3 products. Sent from my iPhone using Tapatalk Pro

Check the connection between the probe and the harness. I have seen similar issues. Just follow the probe until you get to a fire sleeve. It’s under there. Sent from my iPhone using Tapatalk Pro

Have you negotiated with them to upgrade you to a PFD 1000? With competition from the G5, I would think they would be motivated to keep you happy. I’ve been flying behind an Aspen 2000 since 2012 that has been absolutely trouble free. Wish I could say the same about my GTN 650. I recently upgraded to the Max version. I believe it shares the same processor as the E5. Be watching for an update from you. Good luck. Sent from my iPhone using Tapatalk Pro

Just saw a Mooney went (N52840). I don’t think there were injuries. Don’t see the N number on our site. https://patch.com/new-york/farmingdale/plane-goes-down-east-farmingdale-southern-state-police?utm_source=facebook.com&utm_medium=social&utm_term=police-fire&utm_campaign=blasts&utm_content=longisland https://www.facebook.com/EastFarmingdaleFD/ Sent from my iPad using Tapatalk Pro

Anyone know what AeroComfort uses to cover plastics? Sent from my iPhone using Tapatalk Pro

Lots of screws and you need to remove the side window panes and it may be overlapped with the front window treatment. It's not a difficult process but can be time consuming as you want to make sure you track where the parts were removed (i.e. baggies).

Don’t get me wrong, I love the stuff in the plane. But when I get into a 135 charter and see what they are flying with, got to make you wonder if things are upside down. Sent from my iPad using Tapatalk Pro

Matt - I had my entire interior out to install the Spatial Design's lower panels. Removing the top piece is not that difficult. And you certainly don't want to be spraying paint inside of your interior. In order to get the SEM stuff to work correctly, you will need to prep it with a cleaner and a pre-paint prep material. I would just pull it and paint it with the rest of the interior components. One issue you will encounter is dealing with the cracks you will find. Bruce Jaeger's process is to repair the broken pieces, prep and paint. Unfortunately you are dealing with 40 year old plastic. It's going to crack more. I am considering pulling mine and wrapping it with Ultra Leather. You will probably need to deal with cracks like these. The reason they probably don’t want to remove it is because they know they will most likely introduce more cracking.

I've been playing with my $15 Menard Special. The cable is definitely more rigid that the $25 coiled version on Amazon that I bought. It is however too stiff to easily snake through an area without manipulating the cable. Screen resolution is okay for what we are trying to do. I will be trying it out on my panel in the next few days. Looking to see where my AV-17 wire bundle is.

It does bring up the question of whether we have all gone mad. All of the local avionics shops are throwing in 50 to 100 AMU panels in planes. Is the mission to see if we can spend all of our kid's inheritance? (I'm trying). I am happy that I was in a financial position to do the upgrade, but then I think back to the 22 years I flew my plane without all this stuff. Am I any safer? Either way, it sure looks purdy in the plane.

With his 100 AMU budget, he will be 30 AMU short...

I know a few have publicly declared their intentions of remaining non-ADS-B. It is great that you live in area that you can fly without it. I wonder how much more planning will be required though if you decide to take that little vacation 500 miles away. Living the dream in the northeast, it is a virtual certainty that you will run into someone's Mode C airspace. And when it comes to sell, I think not having ADS-B will make it more difficult. I think like many, I was hoping that ADS-B was going to go away like the Mode S requirement back in the 1990s. Now that I have it, specifically the "in" piece, I find it pretty useful, especially for traffic. I still remember that trip from AirMods where I was hoping to get flight following back from my annual and MacGuire couldn't get Philly to take me. Finding myself sandwiched between the presidential TFR to the north and Philly Bravo, I appreciated having the ability to see the ant trail all of us were on.

I agree. I have an STEC 60-2 that I installed in 1998. The same autopilot today can be purchase. Even the “antiquated” 430 still performs the same basic functions my 650 can do. Sent from my iPhone using Tapatalk Pro

There is also another one called the base map. It hasn’t been changed in a few years although Garmin did provide an “enhanced base map” after the government issued base map for the Garmin Pilot app. I think they use the enhanced stuff in their dynamic maps. Sent from my iPad using Tapatalk Pro

Oscar, good outcome. I am willing to bet a number of us have been in that scenario you described. I know I have. It is weird how our senses pick up on bad mojo in the works and our brain says to ignore it. Sent from my iPad using Tapatalk Pro

For those of us who have been flying for a while, years ago, the FAA was pretty active when you had an issue with your Mode C transponder. I was dealing with a flaky BK unit and received a couple of letters from the FAA indicating they were aware I was having an issue and wanted verification in writing that it was addressed. I suspect with the transparency that ADS-B out has, they can do an even better job of tracking the number of exemptions granted for a specific plane. What remains to see is the grace period they will allow to comply. In my neck of the woods, shops are booked into next year with many being ADS-B related. I think they are at least willing to allow exemptions until the shops can get caught up. Sent from my iPad using Tapatalk Pro

I am wondering if you got a corrupt card. Do you have a second card or can get your hands on another one? I know I was getting an error on my GNC-255B. Wouldn't let me load the Com databases. Garmin figured out that somewhere along the way the serial number of my unit got changed. Hope it isn't one of those oddities.

Is that your picture on your website? If so, why is it all avionics guys are completely bald or have shaved heads? It is unfortunate that many of these avionics tidbits need to be learned through experience rather than by documentation. I know Garmin has a pretty extensive service bulletin process that keeps shops informed. Is Avidyne in the same category of managing these things or do they leave this stuff up to tribal knowledge?

Think of it as an early Christmas present. The Grinch could have given you a part of your cam instead.

A couple of thoughts. First, make sure the download is the correct one. You shouldn't be able to download the TAWS version or you are attempting to load a non-TAWs version on a TAWS unit. Either way, just verify the database is correct. The second thought is that you did get a corrupted download. Try reloading the database onto the card. I can't remember if Garmin makes you call them to reactivate a download.

I think you are heading in the right direction with your thinking. An engine analyzer helps identify the problem area but doesn't always provide the direct cause. A good mechanic should be able to pinpoint the exact cause. I replaced a cylinder in September. My early warning sign was increased oil consumption. The engine monitor data looked fine. On the last flight before I flew in for maintenance, I did notice an anemic climb but otherwise my air speed was fine and I didn't see any other indicators on the engine analyzer. Turns out I had low compression on one cylinder caused by leaks at the rings and the exhaust valve. Merry Christmas and hope your problem gets resolved quickly.

The real sanity check is when you start having the urge to begin writing 5 digit checks... Sent from my iPad using Tapatalk Pro

Don - the k factor value should be written on the fuel transducer. It will look something like this (red box). Look for something that has fuel lines going in and out of it: If there is no number on it, just put a value in like 29.00 and then do at least 3 flights burning at least 10 gallons. Use the formula in the manual to calculate the new k factor. I have made a sport of perfecting my k factor. The line guys hate it when I saw I will need 19.2 gallons and they put 19.1 in. Sent from my iPad using Tapatalk Pro

That’s not ANTHONY. He is a paid character actor that ANTHONY pays to attend events to throw you guys off. Sent from my iPad using Tapatalk Pro