You can do that actually. The settings have ON/OFF/USER (or something like that). In "user mode", you can hold the MUS1 or MUS2 buttons to enable and disable the mute. Tried that today, too. Didn't work. Here's a video of my GMA options. Tell me what looks different from mine vs those of ...

Boatguy wrote: ↑Mon Jun 19, 2023 8:39 pm The "on order" spreadsheet disappeared, but has been restored. Find it here...

https://1drv.ms/x/s!AvDxwIigp7LegYYmt-q ... g?e=RbMRC3

Added our order to the list. We're going to change directions though so if anyone is interested in a slot, let me know.

Yeah, no need to put it on a GPU. Just set a timer for maybe 10 minutes in case you get carried away. I never got my situation sorted. The options Dave mentioned don't exist for me in config mode. It's going in for annual next week and I'm going to spend the bucks to have them reload the software on...

Slight update after their website and some info from Osh Looks like they rate the engine at 357 lbs dressed but without heat exchangers. More than earlier figures at 315 lbs. Not sure if the Austro number at 415 lbs is the same config, but you really need to compare numbers with the airplane weighed...

I was told just "out the breather."

My look at the engine didn't show any holes in the block or catastrophic signs of engine failure. It was messy, but turbo, lines, fittings, block we all intact. Something internal: ring or piston failure is my guess.

For finesse and smoothness: I takeoff flaps up because I'm usually on 5000+ ft runways. The book 80 knots seems slow when heavy. Better when light. A few extra knots helps fly off and trim up a bit unless you're on the back of the CG envelope. I'm typically flying people in the back. Forgoing flaps ...

Is there anything you can share about the reasons for the engine "letting go?" Nothing. No weird results from oil analysis. Nothing showing up in oil filters. No engine hiccups. No oil consumption (1 qt/40-50 hours). Short of failing a TVD or gearbox check almost every inspection and the ...

Following up on this. No option indeed for an OH exchange. Safe bet is to allocate 150k in todays prices for two engines including extra parts, labor, and tax. Here's the breakdown for our 42-VI: 59k for the engine, around $1500 in parts (big ones being new engine mounts), and quote for $7100 in lab...

I got very, very excited about this engine again but the G1000 hurdle, of all things, is likely the biggest obstacle. Diamond is its own engine manufacturer. If they make money on selling engines and engine parts, my guess is there is no incentive for them to give business to their competitor. They ...

You have a shop on field at PAO that works on Diamonds. No experience with them but worth a conversation

http://www.aeroworks.us/