Marauder

One of you told her about MooneySpace. I am now Sargent Schultz "I know NUTHIN!!" But I am secretly planning my Aspen Max upgrades to go with the STEC 3100. Shhhhhhhh! Be very quiet!

For 3, could it be your pitot heat? For 4, if you remove the center plastic floor covering, you can get at the screws that hold that plastic cover over the gear indicator. I picked up a piece of acrylic at Lowe’s that I replaced it with. Sent from my iPhone using Tapatalk Pro

That is a really weird place for that breaker. Don’t think I have ever seen one placed there. Almost looks like the plastic was cut and it was placed there. Being right below the air vent, I wonder if some moisture got to it. I “exercise” my breakers periodically. Typical failure is they pop too easily. There are electronic cleaners that can be used on them. Hopefully your mechanic has some and spraying it will free it up. They aren’t that expensive. Sent from my iPhone using Tapatalk Pro

Yeah, if the breaker looks like one of these, you should be able to pull them. The red button I believe should be full engaged when the lever is forward. Sent from my iPhone using Tapatalk Pro

Not that old. I think it was installed in late 2015 or early 2016. Sent from my iPhone using Tapatalk Pro

They list the MSRP on the bundle? Sent from my iPhone using Tapatalk Pro

The emergency extension works as the manual describes. Was the plane put through a pre-purchase? That would have been a good time to learn how to use the emergency extension - when not in flight and on jacks. The lever should move forward far enough to engage the disconnect. In addition to stopping the cranking when the green light comes on, another important point is not to try to retract the gear with the crank. If you do this in flight, you should make sure the engagement lever is returned and the crank handle is stowed before pushing the breaker back in. The black breaker that is labeled “landing gear” is the one that needs to be pulled. If you can’t pull it, then something is wrong with it. Sent from my iPhone using Tapatalk Pro

Here is what I am seeing. Old and new displays. Sent from my iPhone using Tapatalk Pro

Is it glossy looking? I will post a before and after from my iPhone.

It's not the 60 AMU engine is it? That is the one that is in the Bravo?

Is the SB engine the one that makes your hand tremor when you write the check?

I'm curious if all the new JPI 900s will be coming out with this new display. Definitely needs an anti-glare covering on it. The old display had some sort of coating on it.

Have you installed any new JPI 900s recently (within the last 2 months)? I sent mine back earlier this year for another failure of the display and they replaced it with a new display that does not have the anti-glare coating on it. Wonder if all the new ones are coming out this way. And more importantly if there is an anti-glare add-on that can be placed on the display. you can see how shiny it is in this video as compared to the Aspen, L-3 ESI-500 and the center stack stuff.

I think he missed all of those deals. I personally would wait to see what the Sun N Fun and Oshkosh deals are. I got a pretty sizeable Oshkosh rebate from both Garmin and Aspen the year I did the upgrade.

Now that all of you have gushed over the Sidewinder you can expect another price increase. The last time this topic came up, I think a number of people went out and bought them. The price jumped $200 shortly afterwards.

Wow! You are good at trick photography! Looking at your avatar, I would have guessed you are a 6 footer. I think I weighed 145 lbs. at birth.

The G500 can display traffic but not weather. I expect the TXi can do the same. The issue with the weather is not the NEXRAD graphical display, it is also the textual stuff like showing METARs and TAFs. There are specific sub menus in the G500/TXi that would require programming to accept the L-3's input. I am still waiting for the GTN 650 to show any weather products from my 9000+.

The 540 is over 13 AMU plus installation and a basic 9000 is 4.8 AMU plus installation. That totals around 18 AMU allowing 2 AMU for installation.

I think $20,000 is about the right price but he isn't getting the 9000 for free. I think Avidyne is running a promotion currently that includes their transponder AXP 322 for free.

Hopefully it will be the last one you replace. I installed my Weldon in 1997.

I did my panel piecemeal starting in 2012 and finishing with the last upgrade in 2017. If you aren’t certain what you’ll stick in the panel in the future, I would hold off on pre-wiring. Whatever you think you might wire for now may no longer be what you want to wire for in the future (ex. maybe there will be a touchscreen Aspen in 2021 that uses a different protocol or you have a change of heart and want to go with a Garmin GTN). The downside of piecemeal is that it will cost you more to perform panel surgery multiple times. And at some point, you may get tired of the Frankenstein panel and want new panels cut. I would just drop in the Lynx, take advantage of the WiFi connectivity it has with iPad apps and wait until you see where you want to head with avionics in the future. After my upgrade in 2012, I really didn’t like the Aspens sitting proud of the panel, wanted to get rid of the vacuum system and the no longer needed steam gauges. If I had to do it all over again, I would have done everything at once. The Frankenstein thing just made the panel look cheap. This picture was taken just before the final upgrade in 2017. In between 2012 and this picture, I installed the GNC 255B because the Narco Mark 12D+ failed, I got a deal on a GTX 327 transponder that would work with my GTN, I removed a JPI 830 for a 900 and removed all of the factory gauges that remained. In 2017, i installed the Lynx 9000+ (love it), installed an ESI-500, dumped the vacuum system, removed all of the no longer needed steam gauges and recessed the Aspens. At the same time I had new panels cut and got rid of the Frankenstein look. When the STEC 3100 is available, will have the STEC 60-2 removed which will result in a new left panel being cut. Sent from my iPad using Tapatalk Pro

Brian - here is an example of ground traffic on my solution. I was 350’ above the ground. I am getting air to air ADS-B and a ground to air ADS-B from the brown target on the ground. That plane denoted by a brown target (being pointed to by the red arrows on my PFD and MFD) was actually on the taxiway and not the runway. They were also headed towards me (their target shape showed their direction of travel). The nice thing about the Lynx system is it is smart enough to know which targets pose a legitimate risk and will only issue an ATAS aural warning in those situations. Most (if not all) “in” units are able to display both 1090ES and UAT. The “out” portion can be UAT below FL180 and is required to be 1090ES above. My L-3 unit will see both. I am 1090ES out equipped. Sent from my iPad using Tapatalk Pro

Where are you these days? Your signature still says Gaithersburg but I thought you went south again.

If both planes were ADS-B out and in capable, ADS-B would be between plane to plane and if they were "in" equipped would have visible and possible heard aural warnings. My plane has TAS capability and that helps when a plane is transponder equipped but not ADS-B out capable. When you lose TIS-B what you are losing is the ADS-R from the ground based stations reporting ADS-B targets back to you. If two planes are both ADS-B out capable, any "in" device will display below 500'.

Based on the video, I am sure the sun played a role in this accident but what CTAF communication did or didn't occur will be an important factor. Every year, for a few days, my airport runway lines up perfectly with the setting sun and it completely obliterates forward visibility down the runway. I also wonder if TIS-B might have help with awareness. My ADS-B solution has a TAS & TIS-B capability and I know if a plane was in front or behind me on a runway, it would alert me to this.