Aerodon

I've just replaced the OEM nav antenna in my Seneca. Chose a Commant VOR/ILS antenna with a built in Balun. The old co-ax was in poor shape, lots of corrosion on the terminals and shield. Was surprised to find a coupling at the bottom of the vertical fin. So replaced everything from the tail to the radios, including new RG400 cable. Now for the splitters - some radios like the Garmin series split the VOR/GS signal internally. Others like the KX165 need separate GS/VOR input. And some planes have a separate GS antenna, which is usually mounted high in the windshield for improved performance. So you can get splitters and combiners for numerous permutations - find the right one, and don't connect a 'VOR' output to a 'GS'. If you need to split a signal to an Apollo SL30, GNC255 or other radio that is expecting a combined signal use a Mini-Circuits '5-500' Mhz splitter. And sometimes you need to split twice, for example: Split Ant to #1 (say GNS480) and #2. Then split #2 into VOR/GS for a KX165. I've seen more complicated, using splitters in reverse, to combine GS and VOR antennas, then to split into #1 and #2, then split #2 to ILS and VOR. The GTN750 manual illustrates several acceptable permutations. Don

No, the SN3308 can't do GPSS. But it can do 'auto slew' so if you program a flight, at each waypoint the course pointer will auto slew to the next course, and the autopilot will flow. Works really nicely with course changes < 30 degrees. The SN3500 has an option for GPSS, but it is really expensive. Don

Mike, I checked the SN3308 installation manual and it does show the analog connection (for deviation and flags) and the Arinc connection (for position) for models without the V2.3 software. Don

Rob, You are being lead astray. First, you need to remove #5 and #6 wires, as they are no longer needed. Then cylinders #1 on Lycoming and Continental may be diametrically opposed - but they are still #1 and you don't need to re pin anything. The issue I was trying to get to, is that if you remove a harness from a Continental, the length of the wire to #1 is probably the shortest. Now you install in a Lycoming airframe, and the distance to #1 is the furthest. You may be short, but I suspect you will be OK. If not, use #5 and #6 wires, they are probably the longest. Regards, Don H

Mike, No it does not have the V2.3 software that allows the SN3308 to interface via Arinc and display the GNS430 annunciators. But my understanding is that this can be accomplished via external annunciators and the analog interface. So far, what I have read, is that it will work with the GTN, because the annunciation is done on the GTN. I will research further, I agree, no point in installing if you can't get the LPV approaches. Don

Byron, its the other way around - if the GTN750 is within 13.9" of the HSI (centre to centre) then its deemed to be in the pilots field of view, then no external annunciators are required. I flew a friends TR182 with a GTN750 and KI525A. I must admit I hardly looked at the HSI, just used it to set the heading bug and CDI. But I did miss not having a Sandel - it has 'one touch' to sync the Hdg Bug to current Hdg, and also has 'auto slew' on the CDI. So for small heading changes its almost like having GPSS when you cross waypoints. I'll ask around to verify that the 3308 will work nicely with the GTN750, Don

Mike, No it does not have V2.3. But here is what V2.3 does: When installed with a GPS WAAS receiver using ARINC 429 interface, the SN3308 with version 2.30 software will support GPS vertical guidance, “Integrity” annunciation and selected approach annunciators. With this software update installed and using an ARINC 429 GPS receiver, it is no longer required to use the analog interface connections for GPS vertical guidance or external discrete annunciations. My understanding is that the SN3308 V2.11 will still display all the information via the analog interface and you may (G430) or may not (GTN) need external annunciators / switches. Wiring up the analog interface is not big deal, what GPS are you using, I can try research what annunciators you need. Don

I have a complete Sandel SN3308 system for sale for $2500. Includes SN3308 Software V2.11, tray, connectors, data jack, dimmer pot, gyro and fluxgate. These are still very nice systems, not too difficult to install and not much more than a new ILS indicator. I've recently installed a similar system in my C172 and it really helped clean up and integrate my panel. See my album for pictures. And if you are headed towards an all electric plane, all you need is this and a G5 (when they start shipping). Also available with a nice Garmin GNS480.

I have a KCS55A HSI system removed form a 2003 Baron, and a very nice harness removed from a Mooney Bravo that I don't think I am going to use now. The connectors and wiring are worth at least $1000, and will make this as close to a drop in system as you can get. This is a high serial number unit in excellent condition, why buy a 35 year system when you can get a 13 year system for not much more? $2900 plus shipping for harness and system, $2500 for HSI system. Don, supercub180@gmail.com

I'm thinking of changing direction before I finish my upgrade. Have a GNS480 prewired to a Sandel SN3500 (28V), and a second GNS480 / SN3308 combination. Also remote transponders, gyro's and many more bits and pieces to make this work really well. Anyone interested in installing package like this in a Mooney? Send me an email, and we can start a conversation. Don supercub180@gmail.com

Send my a PM, you can borrow or buy my JPI RPM simulator, plug it in in lieu of the RPM transducer and it generates a signal of 2400rpm. Lowest cost way of troubleshooting. Don

Bump this to the top again - Oshkosh rebates are over, I have one new system, one used EDM830 coming in which I can sell as an upgrade or a complete new system with new probes and harnesses etc. Don

I agree - Cessna got rid of those stupid sagging shock mounts with the P-model and replaced with screws and a nut, washer and spacer. When the R series started I remember reading that they could find no appreciable difference between the shock mounts vs solid. Don

RL, No need to reprogram the EDM700 - it should just see '4 cylinders' and work accordingly. If it doesn't, just read the manual and do a 'restore defaults' and reprogram. Yes I would install the EDM700, it still provides most information and you will have an upgrade path to EDM830, 900 etc. if you do a good job with the installation. If the harness was removed correctly, you should be able to reinstall. Remember you will have to remove 2 pairs of wires going from a 6 to a 4 cylinder. Plan you installation carefully, you don't want to be short. Cylinder #1 is back left on a Continental, whereas #1 on a Lycoming is front right., check the wire numbering and lengths carefully. JPI publish all the installation manuals, STC's and permission letters on their website. The Shadin works well, but I think the display and transducer are matched, and its not easy to reprogram the K-factor. You get different size transducers for the injected and carbureted engines, so you may have a problem? You may have to pay for an STC transfer from Shadin? Overall, this is not so attractive to you. Your panel space may be tight, do you have good locations for both instruments? Overall it might be a good idea to get the EDM700 upgraded to include fuel flow, takes up less space and you can save fuel flow along with all the other engine data. Send me an email to supercub180@gmail.com, and I'll give my opinion on value. Regards, Don H

I've like dinitrol for exterior parts like my floatplane rudders, fittings, hinges etc. It provides a 'dryish' layer onto all the alodined parts and bolts for a little more protection. I would not use it inside the fuselage or wings, because all you are doing is sealing moisture into seams, pits, hard to get places. ACF50 gets in everywhere and displaces water, just what you need it to do. If it bleeds out, or shows loose rivets, I can live with that. Don

JPI do not use the best quality pins and connectors - I far prefer the barrel style crimp pins than the tape style. But I guess when there are so many on each set, they do not want to spend so much. I would definitely look at the connectors on the back of the 900, see if any pins have pushed out of the connector. Don

And don't do it if you ever have any intention of painting the plane in th next 5 years. It gets into every seam, and starts to bleed out. I live with the grime that accumulates, because it is far better than water seeping into the seems. Don

Don, I have spare transducers, send me an email to Supercub180@gmail.com. But I would be concerned if you have two transducers in series in your plane - the JPI can 'piggy back' of a shading transducer, and I'm sure with the hoskins too. Somewhere, I have a diagram, showing how to diode the one that is not providing the power. Don

Try cleaning, but don't blow. You can 'overspeed' and destroy the bearing quite quickly without fuel lubrication and cooling.

I'm usually a fan of backward leaning registrations, but I have to say I would like to see a vertical version to align with the fin? Don

So now the Garmin G5 is certified, hopefully they will actually start shipping. I wonder if Sandia will change their pricing? Don

Paul, several members have installed EDM900's. Post a picture of your panel - lets see if it will fit. If you can put it on the pilots side, then the EDM900 is great. If you are in the second radio column, it will work, but on the far side its getting a bit small, Don

Peewee, I've used JPI gasket probes for years, they have a little diagonal support for the wire. The last set lasted 800 hours, the support breaks first, then the wires break off. I'll go compare them to the EI probe. Where are yours failing? I have some new surplus GEM CHT probes for you, send me an email to supercub180@gmail.com Don