andrew

CGR 30P is a great unit and EI's customer support is beyond reproach. My opinion is replace the secondary DG with the CGR. There is little reason to have a backup DG in the panel. In my experience having the engine instruments a glance away from the primary gauges makes them much easier to monitor.

Do you guys fly with the propane tanks in the plane? Are there any risks related to the pressure changes and LPG? Andrew

Thanks, but I'm looking for a similar looking switch which is not a breaker switch. Specifically I'm searching for a SPDT rocker, and one that does not already have a label etched into it.

I know the Klixon TC20 switches are rare and expensive, but has anyone found a non-breaker rocker switch that fits the 1.6" mounting holes and matches the aesthetics of the Klixon switches? I'm trying to put a SPDT switch in the switch panel to control some auxiliary instrument lighting. Right now it is a simple toggle, it would be nice to replace it with a rocker. Thanks, Andrew

Interesting. I suspect it was probably a LORAN light then. This plane had a TI-9200 IFR en route LORAN installed by the factory, it seems likely the light was for that unit. No, it no longer lights up. The wiring to it is cut and tied off behind. The light was probably just left in the panel to fill the hole.

I was looking at an M20K today and saw a blue indicator bulb between the AI and HSI. This isn't the first Mooney I've seen this bulb on so I was wondering if it might have been stock and what its purpose may have been. In this plane it was not connected to anything. Any ideas?

As long as the paperwork is in place it shouldn't pose any major issues. Make sure all the modifications are documented and the paperwork is on file with the FAA. STCs will cross without contest, and most 337 work will as well, as long as the documentation is in place and, in the opinion of the examiner, the work is done satisfactorily.

Sounds like a good design. Is this a solution you are working on, or has it already been completed? Pictures and copies of relevant paperwork would make this easier to assess and understand.

The temperatures spike like this immediately at take-off? I normally don't linger between take-off and establishing a cruise climb unless I have a real need for it, how aggressive is your climb? I can definitely get the temperatures to rise if I hold the plane in an aggressive climb, it normally takes a few minutes though. What sort of condition are your baffle and baffle seals in? I believe the C has a ground adjustable cowl flap. Have you tried adjusting this?

GDL-88 will comply with ADS-B under 18,000ft. Over 18k you'll require a 1080 transponder (i.e. the 330ES or equivalent) after 2020.

I always have one anomalous CHT on my 830 because the factory gauge requires a different style probe to be used and it has a different response characteristic. I talked with JPI about this when I first installed it, they told me that there is not really a way around this without going to a JPI primary unit. It manifests on mine as the primary instrumented cylinder being consistently about 50-70F cooler than the rest, and looking back through the downloaded log data, it displays a very short time delay (maybe about 20s). I don't normally see this difference change much over time though. If it is actually creeping up with flight time then you may very well have something reducing the thermal conductivity between the cylinder and the probe.

Does anyone know if there is a 28V plane power alternator compatible with the M20K (TSIO-360-MB1)? I can't seem to figure out which would be the correct model and the Plane Power listing only suggests a 14V alternator for the M20Ks.

Just to complete the thread: I received the mechanism back from LASAR. Great work and the seat moves smoothly now. The inner tube that supports the seat was damaged beyond repair and was replaced new. The bellcrank was reinforced and looks like it will offer more support than the original construction.

Does anyone have a used WAAS data card for the 400/500 series units they would like to part with?

If you flip the axes we're actually quite close. I am normally just verifying the fuel load against the JPI readings anyways. I find it's far more accurate than my dips at tracking fuel.