Aerodon

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

It's not the tax you have to worry about, is the cost of fedex / ups brokerage. Someone has to process the import paperwork, expect to pay $50-100 for the brokerage, and the cost of shipping (which, because it is international, is higher than you would normally expect to pay). Yves could drive it back across the border, declare it as returning goods (assuming they are made in the USA) and ship from there? Don

Amelia, You didn't describe what is wrong with your HSI? If you are having needle/flag problems, its the HSI. Heading problems could be the KG102A gyro. Or something else. I have some components removed from a late model Baron. The latest -07 HSI and high serial number gyro. For under $2k you could switch out your 30 year old for a 10 year old system, with no downtime. I'll take your old units in trade, send them off to Bob Bramble to see what we can do with them. Another nice upgrade for a Mooney is to put a Sandel SN3308. I know they are getting older, but it's a real nice way to have an HSI, RMI (add and gps pointers), WX500 stormscope etc. Not the latest glass, but still a very affordable step. Feel free to email me at supercub180@gmail.com Don

I have a system for sale for $3,000 including shipping, excellent condition, passes all internal self tests. Install kit, antenna doubler & gasket, install manual etc. Send me an email to supercub180@gmail.com. Don

I think this is where you are still one step behind… The OWT we were all taught is that the airflow was imbalanced (especially engines like the TSIO 360), hence the imbalance in power, different cylinders reaching peak etc. Continental spent millions designing the 'spaghetti' intakes to balance the fuel flow, first used in the 252, which was a whole lot better, but more expensive and heavier. The brilliance of team GAMi, was to identify that with a constant flow injection system, there is fuel carry over from the one cylinder to the next when the valve is closed. Its not hard to understand that if you are injecting a contionious stream of fuel behind a closed valve it is going to vaporize and expand, thus 'contaminating' the air going to the next cylinder. Solution is to give the next cylinder slightly less fuel, and the last cylinder in line even less. All are getting the same amount of air. I theory the 252 engine is balanced - in practice the calibration of Continental fuel injectors is nowhere near as good as GAMi. Do the GAMi test (with continental or GAMI injectors), then tell us how well balanced your engine is. For those who say that their engine is balanced form the factory, I call BS. Do the GAMi test and then tell us its balanced… And yes, GAMI want the old injectors just to take them out the market, kind of like Continental used to want a cylinder core to get it out of circulation and the repair market. Don

The 900 / 830 are almost the same size. The 930 is quite a bit bigger, Don

Added link to pictures in my gallery, added Oil T probe to the kit, reduced the price. Other models available.

Stuff gets 'found' on planes all the time. I've seen logbook entries along the lines of 'automotive style engine heater found installed on firewall and removed'. XYZ GPS found installed. Installation inspected and found to conform with...., W&B updated. Not ideal, but with 50 year old planes you have to accept that standards and 'acceptable practices' have changed a lot over the years. In your situation, I would do the following: 1) Keep looking for the logbook entry / previous records / painter etc. 2) At the next annual (or sooner if its worrying you), get your IA to inspect and sign off all the usual items he would do after a paint job. I don't think W&B generally gets redone after a paint job if its a strip and paint (anyone care to comment on this and the results of re-weighing?). Control surface rebalancing - I would say that is a 'must' after a paint job, but check the maintenance manual, it might have specific instructions for each control surface? It's not a huge job to rebalance, and take the opportunity to thoroughly inspect balance weights, for corrosion, turnbuckles, rod ends, install new bolts etc. 3) Inspect for any other hidden damage. Unfortunately I can see an unscrupulous owner / IA wanting to hide an incident, gear up, hail damage, worse? Fix the damage, paint the plane, sell it...But if the owner who had it painted kept the plane for several years after the paint, its unlikely? Don