Marauder

You're stuttering...

Now for an interesting challenge, try taking off on a runway covered with CamGuard! Seriously... When you came back Saturday to Linden was it plowed? I remember once taking off from my airport in New York on a plowed runway and returning late in the day. The snow had melted and covered the runway completely with water that froze. I was pretty impressed with aerodynamic braking and how much control I still had.

Since I own a 75F and I want to keep the prices up, I think it is worth $335k. Don't take a penny less!

This is the "before" picture. I will post the "after" picture this evening (need to take it first)

I had my ASI converted this year to show the knots on the outer ring. Everything else I do is in knots and since the ASI was original, I thought it would be a good time to have it rebuilt and the conversion done. Amazing how white the letters are now!

I can deal with the strong winds but throw in a crosswind with gusts, not a lot of fun. And Oscar is correct, there is a "wind factor" that you need to add in to your approach speed when dealing with gusty conditions.

Nice. Just beautiful where you live!

Nice video! Glad to hear everything stayed where it was supposed to be! You should include more panel shots! You have a great looking panel and I would love to see the Aspen display synthetic vision on a landing! Keep them coming!

My F has the 201 windshield, gaps seals and cowling enclosure. I routinely see 154 knots TAS at altitude. I think the biggest bang for the buck is the windshield. The rest is parasitic drag and can be cleaned up. Sent from my Nexus 7 using Tapatalk HD

What blades types are the prop?

Looking good.

I'm not sure about cars but my diesel pickup truck runs fine. There are glow plugs to start it, but once running it will take a bit to warm up, but never an issue. Diesel technology has improved significantly over the past decade.

Oh no! Does this mean I missed the final outcome of the Allsmiles / 201er story?! Did Allsmiles drown 201er in the mud pit? Or was 201er able to pull out his CamGuard and fight off the attack? I miss out on all the good stuff!

Travis -- DUDE! You got to ask more for your plane! You're killing me with this price!

I second his comments.the underlying problem that caused the issue needs to be found. It can be something as simple as an airelon with slop in it or a bent flap from extending them at too high of an airspeed. Mine was a mis-rigged landing gear.

Thanks for the explanation. It was a new one for me.

Sounds sweet! Interested to hear about the GDL-88.

I saw that that was a problem when I loaded my first ILS approach. I'm pretty sure that I had the ILS frequency loaded the next few times I flew. Hopefully the weather will cooperate this weekend and I'll be able to do more testing. Sent from my Nexus 7 using Tapatalk HD

What's the number for it? I swear I didn't see it. Sent from my Nexus 7 using Tapatalk HD

Well, I called. No help. I did something a lot of us don't do, I read the manual. I have the GTN setup correctly. There is only one place to turn that feature on and off, and I have it set correctly (Garmin confirmed this but suggested a possible software problem with the Aspen). The Aspen manual only talks about the 430 features, but uses the same terminology. I can't imagine the software logic for the CDI function to have changed. I think I have an excuse to go fly and try some more The only difference between hand flying an ILS and using the AP coupled, is switching the AP to "approach" mode before the FAF. I should be getting the same indications on the Aspen and the GTN should be doing an automatic switchover from GPS to VLOC.

So, Aaron, how's your engine?

I looked at the G500/600 versus the Aspens. The installed price of a G500 was a lot higher than an Aspen setup (the panel needs to be cut for the G500). Also, you can't interface older technology and do a partial panel upgrade as easily. In my case, I wanted to keep one of my analog Nav/Com radios and run the output though the glass. In order to do that, you needed to buy the GAD 43e (another $5k installed). On the Garmin G500, you get only one AHRS (that's the brains package with the sensors to do attitude, remote compass, etc). With the Aspen 2000, you get full redundancy from an electronic perspective. If you lose the Garmin PFD, you don't have a backup. And for me, the selling point on the Aspen was the built-in battery backup. At last look Garmin doesn't offer it. My advice to anyone looking at doing upgrades, ask a lot of questions and spend a lot of time understanding what capabilities you will or will not get with the upgrade. There is a lot of apple to orange comparisons going on and unless you look closely, you may miss some important differences. As well, many of these avionics shops will quote you a price and throw in the options later. I had a really large range of prices between the multiple shops that quoted me ($8k).

Found the link to the Mooney SB on magnetism. http://www.mooney.com/images/pdfs/sb-pdf/sbm20-150A.pdf

I went through the SB and SI list and I could not find anything pertaining to a "compliance" requirement. I know on my F model, I found and replaced a failing induction boot. He needs to specifically tell you what SB he is referring to.