Marauder

I didn’t mention the Aspen 2000 without the extended battery pack. This was the configuration I have. I had to retain the ASI & altimeter with the AI until I installed the L-3 ESI-500. The ESI-500 by itself has the ability to display ASI, altimeter, AI and Nav data. Pretty powerful box which I will keep when I move up to the Aspen Max. Sent from my iPad using Tapatalk Pro

If you buy just a PFD 1000, the ASI, altimeter and backup AI stay. The VSI can be removed. With a Aspen 2000 with the extended battery pack, the ASI & altimeter can be removed and the backup AI stays. With the Aspen 2000 Max, the ASI, altimeter and backup AI all can be removed. The Aspen 1500 & Aspen 1500 Max will still require all backup instruments. As for the integration scenario asked. The most likely scenario is the G5 will become essentially a control head for the GFC 500 and manage the GPSS signal for the autopilot. The Aspen will receive Nav data from the navigator and display it, but I think it will depend on Garmin how much of the control for the AP will be allowed on the Aspens (heading bug, GPSS, etc.) If you are headed down the GFC path, it would make more sense to look at the Garmin suite where it will be integrated. For those of us with STEC autopilots, the move up to the digital 3100 makes more sense since it is expected that the 3100 control (like altitude preselect, IAS climbs, etc.) all to be controlled either from the 3100 control head or the Aspen. Sent from my iPad using Tapatalk Pro

Probe is high on the list for usual suspects for what you are seeing. If the connections look good, I would try to find a replacement probe and try that first. Pulling the gauge to send it out for repair is a bit of work. Sent from my iPad using Tapatalk Pro

He's still sitting outside of the Bendix King warehouse.

My increase this year is $0. It is the same as it was for the past 2 years and $50 more than it was in 2016. Maybe they are using a different criteria to assess risks.

I would be if it wasn’t maintained. A buddy of mine bought a 79 J that had 1300 original hours on it. It didn’t fly a lot of but had a MSC annual done every year. The value of low hours really showed up in the wear and tear items (like seat rollers). Sent from my iPhone using Tapatalk Pro

If I recall correctly, the flat version are made by Rochester. Sent from my iPhone using Tapatalk Pro

Thank you. I never understood why someone who owns an airplane would say “that plane is overpriced”. Unless you are Ken doing the “plane of the week” thing, you should all hope our plane’s values go up. Sent from my iPhone using Tapatalk Pro

I should know shortly. My insurance is up for renewal on March 1st. Been with Falcon for all 28 years of ownership with zero claims. Sent from my iPhone using Tapatalk Pro

Thanks for the update Barry. Any sense how long it will take to go through the certification process? I suspect that with shops buried in ADS-B installations, there will be additional delays while many of us wait for shop openings. My shop is booking into November already. Do you know if the owner from NJ is on MooneySpace and the plane's ID is guarded secret? We are tracking the GFC 500 certification tests as the owner is here on MooneySpace.

I think the previous owner cancelled the registration based on the sale of the plane. The new owner will need to register it and I suspect the delay of reporting the new registration is probably due to the government shutdown. Purge date suggests it will stay assigned to this plane.

Says the guy who names his plane "Miss Piggy". Hmmm...

I saw it but was disappointed that it didn’t have any effect in our neck of the woods. Was looking forward to some good old fashioned ded reckoning, a little VOR tracking and some pilotage tossed in for giggles. Instead, I just followed the magenta line, again. Sent from my iPhone using Tapatalk Pro

Looks great Kyle. Was this plane based on the east coast before you bought it? Looks like a plane that was based in Maryland. Sent from my iPad using Tapatalk Pro

I do a version of this call LIFT L - lights I - instruments F - fuel pump, flaps T - trim, transponder (the transponder has been moot point lately with a transponder than goes into ground mode automatically and then in air mode by itself). I run a flow followed by a checklist. My after landing checklist includes resetting the trim. Sent from my iPad using Tapatalk Pro

Welcome aboard youngster. You don’t sound that old to us. We know where you can get some prune juice cheap. A picture of a few of us at the last get together. Sent from my iPad using Tapatalk Pro

I should add that how the autopilot plays into this also comes into consideration. With my Aspen in reversion mode, I am able to switch the autopilot over to the MFD for control. Again, knowing what to do in the failed scenario is the key. Sent from my iPad using Tapatalk Pro

I think “partial panel” is a misnomer for those of us with redundant glass panels. Instead of practicing partial panel, my IPCs have become an exercise in understanding the failure mode and moving to an alternate panel. We can fail my Aspen PFD, have reversion mode kick in and move it to the MFD. If both failed, then the L-3 ESI-500 becomes primary. Beyond that, now we are into using the turn coordinator and an iPad AHRS software solution. All of this is far removed from losing the attitude indicator and moving to what we all learned as the partial panel. Sent from my iPad using Tapatalk Pro

Do you have a vacuum idiot light in your annunciator panel? I wonder if that will suffice until you remove the vacuum system. Sent from my iPhone using Tapatalk Pro

The instructor types I will never tolerate is a screamer or one that belittles a student. I’ve been fortunate that I have had neither (Though I did have a know it all). I have spoken to pilots who have had really bad instructors and yet they still come back for more. I think the attribute of a good instructor is the ability to adapt their style to accommodate the learning style of the student. Some people are visual learners, others need verbal instruction. Others need a combination of both. Sent from my iPhone using Tapatalk Pro

Looks like you need to spend some more money! You're not done!

Yes. The Precise Flight system based on a manifold differential requires you to drop MP quite a bit. Especially if you are up at altitude.

You are not talking about an auxilary pump. It sounds like you are describing the Precise Flight standby vacuum system that works on pressure differential from the manifold pressure. You will need to fly a profile with the engine driven vacuum pump not connected and write down the corresponding MP & RPM settings to get you a desired vacuum and airspeed. Here is one I created for my plane. Since then, I have gotten vacuumless.

Approach it from a safety perspective. Works every time. My Lynx 9000+ was a great example. Flew down to Ocean City Maryland. On the way back I'm climbing and my wife sees a low wing plane directly above us. I didn't see him with my portable ADS-B solution. I arrest the climb and make a turn. Congratulated her for her keen awareness. Of course, she doesn't want that responsibility and she says "Isn't there something you could put in the plane that will let you see them?" Bingo, Lynx on the way.

Jerrod, Look familiar? My recommendation is invest only if you plan on hanging on the plane for a while. We have been seeing some price movements upwards. Tom's E which is nicely equipped sold for over $100k. The true value will be what someone will be willing to pay for the plane. An F can be sold for more than a J but there is a huge DEPENDS. There a ton of early model Js that are bare bones and haven't been upgraded like Brad's and Byrons'. An upgraded F can sell for more than a J but you will need to wait for a buyer who understands the value of what you upgraded. Since my plane is fairly visible, I have been approached several times and offered reasonable offers for my plane. So I know there are buyers out there. A late model F like yours and mine are great platforms for upgrades. There are a lot of overlaps with early Js and our speeds are close and in some cases faster than early Js.