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Aerodon

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Everything posted by Aerodon

  1. You need to post your serial number for an exact drawing. My 252 has a 70A breaker feeding the switch bus, and then the switches are combine CB/switch. So you may be looking for a breaker that does not exist. Aerodon
  2. I now have a GTX335 or GTX345 and a PMA450 to go with this stack. Aerodon
  3. Us dumb canucks have to install diversity transponders that transmit a signal upwards to a barely working iridium satellite network. The airliners that really need to install them for the vast areas on non radar environment are able to get fleet exemptions. So I have a perfect as removed GTX345 transponder with a new install kit for sale, can supply with either a config module or a GAE12 encoder module. Aerodon
  4. I did it in my Seneca before repainting. Found an airplane with the correct parts, installed the filler door and shelf, along with the fuselage doublers. Don't like the OEM push pull cable for on/off, but what can you do. The mountain high system is better, but once you start deviating from the factory design, the paperwork gets more difficult. Aerodon
  5. I think you are chasing your tail. First, you have a new engine, go fly it hard for a while, only concern is not to let the temps go over 400. Then check which cylinder might have a different probe location, just so you know. Then go learn all about the Gami 'spread'. Once you understand which cylinder peaks first, 2nd, 3rd, 4th and how the EGT's and CHT's follow one another (or not) you will start to understand why one cylinder is hotter than the rest. Is more likely unbalanced fuel and air rather than cooling and baffles. And then cylinders are just different, both in manufacture, location on the engine, baffling, airflow etc. I don't think you have an unreasonable spread at all. Aerodon
  6. OK, found a drawing for the B&D gauge - it shows the CDT as a thermistor probe. >>I understand it is a K" type "thermistor" style. Max temp is 400. No, that's a contradiction, it's one or the other. The TIT is a type K, the CDT is a thermistor. Aerodon
  7. The M111 is a JPI type K probe. Same as the EGT probes with a difference diameter clamp. I have them in stock. A002 - I'm not familiar, got a picture? Aerodon
  8. Here are super cub switches, along with a pushbutton on the panel. I think a starter solenoid needs about 1A to hold, but I would want a really robust one so that there is never any doubt Seneca magneto switches are rocker style with a guard. I think they are rated at about 10A. Anyone know what sort of rating a magneto needs for the grounding to work properly? Once again I would want something robust, nothing that a light bump could break. Aerodon
  9. It is not me, send me an email from a secure address to the email address you started communicating with me on. Aerodon
  10. Not true, something is wrong here. You have my email, the correspondence started and then went dry.
  11. I have not installed a 275 engine monitor yet. I see it has two ammeter inputs so can be set up for 2 alternators or alternator/load. I see it has Oil T and two generic temperature inputs. TIT and IAT (induction). And I assume it gets OAT from the GTP59 on the attitude indicator GI-275. Have I thought this through properly. Aerodon
  12. I have some good used master cylinders removed from a 1986 252 for the Encore upgrade. $600 for the pair. I have an extra set of 10-25D master cylinders (have not got around to installing co-pilot pedals) from a 1996 M20M. $old for the pair. I have a set of tubes for the co-pilot pedals - make me a decent offer to persuade me not to install in my plane. I think I have the pedal arms, bell cranks and pedals to build up a set. I also have a set of pedals with OPP pedal extensions..... Aerodon
  13. OK, this is a little goofy. I have some NOS (new old stock) pucks from 2014 and some good used pucks from 2015. My main gear pucks look pretty good, my nose gear needs replacing, so I only need 3. Bear in mind the shelf life of rubber components depend on a lot of variables. And the service life, even more. The pucks on the nose gear carry about 250 lbs each when parked, the main gear about 220. I'm sure the main gear gets exercised more on landing. Given the price on new ones, someone might be interested in some NOS or good used ones? Aerodon
  14. No, you leave the OEM probe alone and use the s[arkplug gasket probe for the JPI. No locktite, maybe use spark plug thread lubricant so they don't get locked in. Aerodon
  15. If you've already taken all the screws holding the whole panel in, and disconnected the 2 or 3 connectors, the wires that are likely holding it are the 2 alternator wires and main battery wire. I took these off the circuit breakers. There might have been one or two more wires (cigar lighter?). Aerodon
  16. Here's a rough start based on my M20K panel. I think your turn co-ordinator needs to be mounted vertically, or at least recalibrated for an 8 degree tilt to get a flat panel all the way across. Or you can try doing a vertical panel all the way across? I think a tilted panel will reduce the height of useable space in the radio stack because of interference? Aerodon M20C_R1.pdf
  17. Some suggestions: MaxDim Duo for panel and glareshield lights. Nulites (incandescent work just fine, I think they make LED too but check that they are compatible with your dimmer) KI206 or 209 for the KX165 to save a bit of money. I think in the long run you will regret not doing 2 x GNC255's. MD93 clock / OAT / USB C etc. GI-275 engine gauge for space saving and symmetry. Small vertical stack of circuit breakers like later model Mooney's on a separate panel. It really helps to finish the power and grounds inn the airplane and have a quick connect like Mooney does on later models. Aerodon
  18. Nice job. I'm curious, where did you get the ABS, and how thin is it after stretching around the front and back of the form? And a picture of your oven please? Don
  19. This is a new unit. ACS charge $3945 and may or may not charge sales tax to your state. And they are not going to negotiate on that price, or put together a set of thermocouple wires and JPI transducers at a really good price. Aerodon
  20. I have a spare new GI-275 with EIS that I took in trade on an EDM930. This will work well in a Mooney with a cramped panel. From what I can see in the install manual, you can use existing CHT/EGT probes and the floscan FF transducer. Probably the OAT. I have a set of JPI EGT/CHT probes and a wiring harness to add to this. And could also add JPI Oil T, OAT, FF. Aerodon
  21. What are the CHT's doing? Carb engine right? Induction air leak causing a leaner than other cylinders. Look carefully at gaskets the rubber joint in the induction, goofy things like those old 'standby vacuum systems'. On an injected engine I'd be looking for a partially blocked injector. Don
  22. I take various JPI engine monitors in trade to help keep the costs of upgrading down. I use these for cores for new 830 displays from JPI, quick replacements for 'bad screens', and for upgrades or complete systems for other customers. I only sell units that I would install in my own plane, and make sure you have the right harnesses and probes for your particular project. And I have enough parts to provide full replacements if needed. Here is a description of typical opportunities for improving your system: EDM700 basic, add memory, add fuel flow, add USB cable for downloads, add transducers - carb temp, oil temp, OAT etc. EDM800 - add MP and RPM, get % power. This is a nice upgrade, and gets you plug and pay ready for a full EDM830 EDM730/830 - the displays are the same and you can start with a 730 and add transducers until it is a full 830. EDM900/930 - these are OEM replacements. There are some transducers that are compatible with the EDM700's (CHT,EGT,RPM, FF), but your installer needs to be on board with reusing the existing wiring and transducers. If you can reuse the EGT/CHT harness and probes, it saves a lot of installation time. Used EDM900/930's do come up for sale, but it costs $500 to reprogram for your plane, and it costs a fortune to replace some of the transducers (oil pressure, fuel pressure, etc). So buyer beware. Contact me for anything you might need, even if you want to change out an existing unit for an identical unit with a better display or cosmetics. The factory is running out of displays, I have units with new displays in stock for a quick change. I've seen some really hacked cases and faceplates. Aerodon
  23. I'm not so sure I agree with that. For now Mooney seems to be trying to keep their head above water with parts sales and probably contract manufacturing. That's all they have got. Once the private equity guys get hold of companies like Hartzell and L3 Avionics, they shamelessly cancel viable products, increase prices by exorbitant amounts etc. Don
  24. During an annual, the cowl is off already. 40 hours is enough to do a full install if you have the tools and parts on hand. The first thing to look at is the fuel transducer and make a decision to either make up or order the fuel hoses. On the Continental, it's hard to access the magneto (RPM) and oil temp probe (some baffling needs to be removed). OAT is a little tedious if you want to route the wire out to the RH wing like the factory did. And there is quite a difference between list and street price of the EDM900 itself. And if you wait until the next rebate, another $400 or so off. Need to find someone that will let you order and bring the EDM900 to the shop. Aerodon
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