Aerodon

I'm having a problem with both VOR's showing the same error. But what #2 Nav do you have? First step is to go to a VOT or known VOR test point and see what is going on. Its been a while, but I know the SL30 could be calibrated to the VOR resolver - I'm not sure about the GNS430. Seems to me, you should check the calibration of both Nav's first, before sending out any more parts. Don

Barry, perhaps you can give us some insight what is happening at Sandia? Complete lack of customer support, emails not being returned etc. I'm tired of being an early adopter of new products, listing to all the manufacturers promises, then a year or two later you have got an expensive brick in your panel. Is that why you left? S-Tec had the upgrade market by the balls - and they dropped it. Expensive customer service, inability to transfer from one plane to another etc. I'm so glad that Garmin have come out with an autopilot - I'll take that any day for my C172 over TruTrak, Trio and yes, even S-Tec. Even with their flat rate servicing, at least they make a really good product and understand that they need product life cycles of 10-20 years, not 3 to 4 years. If you think a 3 year warranty is a benefit - good luck. Seems to me you are saying that you expect problems in year 3? My KFC200 has worked reliably for going on 38 years now, with only 2 servo changes in 2500 hours. Two KI256 overhauls. It flies better than any S-Tec autopilot I have flown behind. I understand there is a huge cost in certifying autopilots - seems to me that the cost of hardware is relatively low, and it should be a low risk to provide a 5 year warranty. Sure some flight schools might use up a servo or two, but you should be showing more confidence that 2 to 3 years? Don

Greg, I'm pretty sure there is a day/night setting in the setup to adjust the brightness a bit more. Then the photocell adjusts between the night time setting and daytime setting. Don

No LED upgrade available for the SN3308. I have a gyro and fluxgate to go with this 3308 if anyone one is interested. You will also need the dimmer pot and knob - although generic one would work. I still like these a lot, and am installing one in a C172 - cascading down from a Seneca. The SN3308 interfaces with a lot of avionics and autopilots - something the G5 does not. Aerodon

I get it if you are looking for a replacement - but there are about 10 different versions depending upon which autopilot. Seems to me a better option would be to bite the bullet and install a KCS55A compass system (HSI) or a Sandel - much more useful, save panel space and maybe sell an ILS indicator? Aerodon

That is so nice I'd hardly mess with it. Maybe change the EDM700 to an EDM800 to get MP, RPM and % power for very low cost. Then change the transponder to a GTX345 for ADSB in / out and AHARS for a 796/iPad (backup AH). Don

JPI rebate ending at January 31st. Contact me in time to place an order. I have a couple of used EDM700 systems, can take trades or EDM730/830 upgrades etc. Aerodon supercub180@gmail.com

Here's how it works on many Pipers and Cessnas. One mag has an impulse coupling to help start the engine. The other does not, and as it is set at XX before TDC, it is grounded during cranking to prevent firing and kick backs from that mag. Now if the impulse coupling mag is not working, then when you release the starter 'on' switch, the engine is turning fast enough to start on the other mag, or kickback on the other mag. Now there are many variations on the above, two impulse coupling mags, shower off sparks etc. Aerodon

and the Sandel still has better integration than most - DME, ADF, dual GS, GPS etc. And Arinc 420 heading out to GPS and transponder. They are pretty inexpensive, and still pretty good. I'm keeping mine to back up a G500. Nice way of duplicating just about everything on the G500. Don

Prop as oversize luggage - Done that, twice. If you have any issues, its 'sporting equipment'. Don

I have a new Pro-G hub and a bunch of cables. Contact me if you want to put together a system with a G430/530 or maybe even Avidyne as the centre piece. Aerodon, supercub180@gmail.com

I wonder if it will have the GMCT style connector to make it true plug and play? And if they will have the non standard KI256 mounting holes or the standard 3.25 round mounting holes? If it lists for $6k and has a street price of $5k, its not a bad price point. I think the electro mechanical KI256 has a new price of around $15k. I have a SAI340 and am quite impressed. Allowed me to take out the whole vacuum system and clean up the panel nicely. Don

A Seneca II has a 200hp TSIO360EB engine, redline at 2575. The Seneca III has a 220 hp TSIO360KB, redline at 2800 for 5 minutes. My understanding is that there are differences in the engines, including different valve springs. This allowed Piper to increase the gross weight and performance charts. There are planes that use a lower redline than the actual engine TC. Aerostar 600A comes to mind, its redline is 2500rpm/290hp, but the engine can do 2700rpm. Aerodon

got it, Don

The display head fits in a 2.25" instrument hole, the size of a clock. It is a relatively easy install in most planes, I just order new fuel hoses from Aeroinstock.com made up to the correct length. It can work as a standalone, but if you interface to a GPS (even handheld) it unlocks a lot more information like mpg, fuel to destination, fuel at destination, etc. Don

Every plane should have a fuel flow computer / totalizer. I have a couple of these, tested, with new FF transducers and fire sleeves. They interface with most GPS's to give fuel to destination, fuel remaining, fuel consumption etc. Email for pictures or more details. Aerodon supercub180@gmail.com

No, 180 degrees to that - pointing backwards and to the inside of the engine, then keep the wires along the primer system. Aerodon

Notice how the JPI rebates keep getting smaller.... With all the guys installing 830's and 900's now - here is an installation tip. The drawings show the EGT probes mounted from the outside - just the right place to get bent and work every time you take the cowl off. I install them angled 45 degrees on the inside. A little more difficult to install, but then they are safe and the wiring is easier. Don

seeing is believing

No, not true. I just powered my EDM900 on the bench, and can change the orientation myself. Hold both LH buttons in while powering it on. It used to be like this on the EDM830, but they have changed the way to access this feature, without publishing it openly. PITB. The EDM JPI TSO logo is silk screened onto the unit. Don

The EDM900 comes with a little LED that can indicate caution (yellow) or alarm (red). I believe the remote digital display is an option now.

Be aware of deal creep. You start off wanting just a JPI, and end up with a complete panel makeover, or x2 with me. The wide panel below is for my Seneca, has an EDM960 in the second radio column. I've also made a bezel to fit around the EDM960, so that it is the same width as the radios below. The Cessna 172 panel started off with a vertically mounted EDM830 (I like the buttons on the bottom). But then I dropped the OEM ammeter, which forced me into buying an EDM900. I put the EDM900 above the pilots right knee, near the engine controls. The JPI engine warning light is below the clock. The RHS 'blank space' is reserved for an iPad. Anyone got an old Mooney panel for me to start experimenting with? Or even better, someone with an auto cad file that the are prepared to share? Aerodon

Jon, My choice is for the 900. But if you locate it in position A, the buttons will need to be on top (unless you cut out the panel or use the flush mount). I would move the #2 ILS indicator up, and put the EDM900 in the second row, more to the right, near the engine controls. I would also give serious thought to an EDM830 - its less expensive, and way less work to install. Your analog instruments look good, and are all relatively easy to maintain and repair. Don