Aerodon

I have a couple of nice EDM800 units without probes and harnesses that I could sell for rock bottom prices or trade for EDM700's. Plug and play upgrade for most JPI installations: 1) EDM800 with USB $550 outright, $350 trade 2) EDM800 with serial data $400 outright, $200 trade. I can also help with new and used probes, transducers and harnesses to complete the upgrade. It helps a lot if you already have a fuel flow transducer installed. Don supercub180@gmail.com

I have a full set of ACF spray equipment in Vancouver, BC if anyone local wants to apply ACF50. The nozzles are designed to atomize the liquid properly, and the long ones allow you to get all the way in to a control surface, wing etc. Most of them spray 45-90 degrees to the side, so for example if your access to an elevator is at the rear spar, insert the lance all the way in, point the nozzle forward, get ready, press the lever on full and withdraw at a fairly brisk pace. Don't over do it. I'm not saying 'homemade' systems won't work, but the factory system sure gives lots of access options, and sprays very fine drops. It fogs the interior and the drops drift around like smoke. Don

Incorrect, ACF50 is not waxy, it's a very fine 'oil' and seeps into everything, even all the way through lap joints. I've been using for 10 years now in my Seneca, we stopped 4 years before repainting (it prevents paint sticking), but back at it now. Once it leaks all the way through (especially if you over-do it), it can accumulate dirt around seams. I don't mind, because if it wasn't there, water would be seeping in and corroding. Dinotrol is the corrosion inhibitor that sprays on like oil and dries to a waxy finish. I use that on floatplane parts and other areas exposed to water. Looks a bit ugly, but gets the job done. Don

I have found ACF50 to be far superior to WD40. Go do a simple test yourself, use WD40 on a piece of bare steel and leave it outside to remind you how well your plane is being protected….It won't take long to convince you. Don

I might do it. What fluxgate do you have, send me an email to supercub180@gmail.com Don

Why assume its the KMT112 - could be your gyro and thats much easier to swap out with a loaner? Contact Bob at robert@aerolabaviation.com to discussion you symptoms. He has an overhauled KG102A of mine that we can trade? I also have a KMT112 for you if thats the culprit. Don supercub180@gmail.com

Good luck to whoever builds and buys new Mooneys (no sarcasm or disrespect). To me the issue is pretty basic: 1) A Mooney takes 4000 man-hours to build, a Cirrus is down to less than 1500 now. Feel free to correct me if I am wrong, with these numbers. 2) Both have similar size engines and avionics (similar cost). 3) In the overall scheme of things both have similar performance, don't try correct me here. 10 or 20kts or 2-300 lbs don't fundamentally change buyers or passengers decisions. 4) Both have sold enough to amortize the development cost, but I'd give the advantage to Mooney? I don't have a good manufacturing labor number for the US, but I suspect $50-100/hr for an all in number is not unreasonable. So a Mooney is going to cost $200,000 to $400,000 in labour alone, $125,000 to $250,000 more to build than a Cirrus in the USA. Is the customer prepared to pay that much more, or is the manufacturer going to be prepared to earn that much less on a sale? And the Mooney is on the factory floor for 3 months, vs 1 month for a Cirrus. If you are trying to build 200 planes a year, that is a lot of floorspace (and cost) you need. My guess is that any USA investor that looked at Mooney came to this conclusion pretty quickly. A foreign investor that has a fundamentally different cost structure on labour and floorspace, has a chance to build the same plane at a fundamentally different price. I would not be surprised if that 4000 man-hours cost $40,000. Enough to make sure every Mooney built will cost way less to build than a new Cirrus, especially if the end user is in China. Then where would you sell them. The order for 17 is probably going to a local flying school, they must be trying hard to stop sending students to every other country in the world. The Asian airlines appetite for new planes and therefore pilots is enormous. Don't be surprised if that order morphs into 200 local sales. And they are going to buy Mooney rather than Cirrus just as quickly as the US airlines buy Boieng vs. Airbus (or other). All countries have national pride. Seems to me that it's the start of a valid business plan. Do they care about all the 'legacy' Mooneys. Probably not, look how much Garmin care about 10 year old products, they can't wait to dump support without getting sued by someone or other. Do you care about US sales, probably not. Is there room for Mooney, Cirrus, Beech and Piper to crank out 1000 new planes a year? The market is unfair, it tends to exclude the weakest player rather than trim each company's share. So I do think there is a new Mooney rising from the ashes, but I don't think its one that people on this website will like. I wish them well in their business venture, they pulled out their wallet when others wouldn't. I wish them well in quality control, if they get that right, the world is their market. Aerodon.

Another idea, use this opportunity to upgrade to a KCS55A compass system - has same mounting dimensions, eliminates one of you G/S indicators (room for more toys). Send me an email with a picture of your panel. I have a complete system, as well as a wiring harness removed from a 94 Mooney which will substantially reduce the installation cost. Don supercub180@gmail.com

I'll second that, Bob is very reasonable, here's his email address: robert@aerolabaviation.com Don

I think your estimate of $3-4000 is maybe a little high, but it all depends on what you are going to install. In my opinion hard wiring and the Approach hub are similar in cost. But I've seen what it costs to change out a transponder or even just an encoder, so I see a huge benefit in having a plug n play solution. For example, you may want to install a G430 now, and a GTN650 or 750 later. It's pretty much one cable you have to change out. Then you may want to remove your KCS55 HSI and install an Aspen, same thing. I have a couple of hubs and various cables on the shelf if you are interested in building up a system. Don supercub180@gmail.com

Nothing, except for the extra transducers and harnesses, OAT, RPM, FF, Oil T, MP. With the current rebate program, the 830 is not much more than a 730. Send me an email to supercub180@gmail.com and I'll give you some trade in options on your 700. Don

Yeah, I've got, send me email to supercub180@gmail.com please, Don

So I have a Seneca, and never regret going for a twin vs. comparable single. By comparable, I don't mean comparing a 6 seater with FIKI against a 231, 252 or even a Bravo. For me, the major benefits are: 1) FIKI - we have icing forecast all the time in BC, and it is not legal to file IFR unless you are properly equipped. All the non approved systems, however good they are, don't meet the letter of the law. I've only really needed it on a handful of occasions - most of the time I'm through the freezing 'zone' in a minute or two. 2) Ability to achieve 15,000 ft MEA's. 3) Ability to get there in less than 15 minutes (I'm usually solo or at most 4 passengers). You will be surprised at how much quicker your trip is if you can get to cruising altitude quickly. And also how much more direct your routing is if you can climb at a reasonable rate. 4) Roominess and rear door - nothing like being able to help your passengers into the rear seats and close the door behind them. 5) Dual alternators and vacuum pumps are part of the package. There are only a handful of single engine aircraft with FIKI, and some of the fine print makes them very marginal. And they are expensive, the $50,000 I saved at purchase time was invested and now pays for all the flying I want. Yes I know I could have invested it all, but what fun would that be? Don

Yes, but in your case, you can move the one switch and let it overhang 1" down. Send me an email and I'll return a picture of a similar installation in a Bonanza. supercub180@gmail.com Another upside is that you can add fuel flow, MP, RPM, OAT later and turn your 730 into an 830. Don

Either way you need to send it back to JPI for a repair (screen or internal driver). Just double check that your mounting screws are not too long, I've seen them break the display and cause it to act like this, Probably in for another $300 display, maybe you should take this opportunity to upgrade to an EDM730/830, they are more or less plug and play. Don

I have a complete Approach Systems Faststack hub and cables to make your next avionics upgrade real easy: Pro-G hub (used) GMA340 Audio with intercom leads (new) GNS430/530 (new) MD200 (new) KX155 (new) KI204 or MD200 (new) GTX327 or SL70 (new) SAE5-35 (new) I have more cables, so can do some substitutions, and of course we can get more from the factory. Don

My understanding is they are milspec cables and harnesses, and the hub is not a powerd device, so none of these are any different to any other installation supply you might be using? They've been at it for 10 years, if it was a problem the FAA would have been all over them by now? Don

Price reduced to $2,750

I took this in on trade on an EDM900 (replaces all primary instruments).

I have one very nice used EDM830 (only 125 hours on it) with a complete set of new probes and harnesses. $2,750 for a standard 6 cylinder system, Optional oil temperature probe for $150.

I have a couple of extra JPI EDM800's that I have taken in on trade. These make for a very easy upgrade from a 700 to 800, and you get fuel flow, RPM, MP, OAT, % Power and more. These are the same probes and harnesses used for the EDM830 and 900 (mostly), so you are all set for future upgrades too. Contact me with a list of what you already have installed, and I'll put together a package for your upgrade. Don (supercub180@gmail.com)

Transponder

I helped design and build an $80 million hydro electric project. The quotes for the penstock (steel pipe) were 1/3rd of the nearest USA producer. The manufactured pipe was probably less than the price of steel (figure that one out). But I had heard enough of first hand stories of: 1) night shift taking short cuts when your inspector is not looking. 2) out of round pipe. 3) ends not matching, 4) porous steel, 5) coating failures, 6) late delivery if a more important customer comes along. So we ended up spending 3 times as much, but I sure slept well at night knowing that we were putting the best pipe in the ground and had a reasonable prospect of it lasting 50 years. I know of one hydroelectric project that has used 1/2 of their corrosion allowance in 11 years, and they have a 40 year power contract….. Don

I have some spare new ones: supercub180@gmail.com.

Larry, several years ago I changed a KAP200 to KFC200 with flight director. The wires were already installed by the factory, but it required changing the Attitude indicator for a flight director, and some upgrades to the computer. Also required a new annunciator panel. I suspect it is doable, but you need some help with someone like autopilots central to look at the original installation and give you some guidance. For altitude holds, there is a pitch servo, an interface to the trim servo, and I suspect the very expensive control yolk switch. There are plenty of wires, which translates into plenty of installation $$. Finally, you need to figure out if you have to purchase an STC, or whether it is already covered under 'factory options' ? Don