Godfather

Did the flight a few years back. No LL on the island at the time which required a short 30 min flight and a lot of paperwork to fill the tanks. Exspensive but no different than other islands in the area. Nice bucket list flight but I’d fly commercial going back. Edit early morning mistake, thinking of Bonaire...

Looks like you found your plane...Jimmy is a first rate broker!

You could have dual transponders like the big boys... I think if you take the time it takes the experimental AP’s to be certified and multiply it x 4 it will put you pretty close. At least by that time you will hopefully have more than one installer to choose from for the lower 48 customers. It will be measured in years...but might ship before the ki300.

One final bump with a price reduction. Fly safe!

Took a look at some of the temps. The 26.7 redline is worthless as I’m not able to keep my cht in check on climb out (working towards 390). Having my mechanic bump it up to 28.5 this week. @carusoam I previously had the jpi 700 / moritz setup and never had an issue running a higher FF. I find it ironic that this latest and greatest JPI primary has a worthless warning that the factory did not find necessary to implement (15 years ago or recently with the g1000) and has not caused me to fall out of the sky yet...

My suggestion... You can buy the 625/445 kit for just over 8amu. Have the shop wire the rack for a future 650 and fly off the second com until you do. If you already have gpss go with a single G5 in the AI position if not a single G5 hsi to gain gpss.

I think this is going a little too far... I do believe that everyone has a choice, especially a buyer of pleasure vehicles, to make the best informed decision they can. Every buyer has a price point and tries to obtain the best value per dollar. This particular aircraft was sold at market value for less than most E models of that vintage. Planes with damage history that replaced parts with a reman or sent it to a well known shop for an iran (with extensive paperwork) will command a higher sale price.

This is correct but the G5 does not need a backup.

@kmyfm20s 30 gph redline and that’s for a 2500 redline...

In the STC documentation it states 160 lbs per hour in a couple different areas. When I tried to reason with JPI that the stated 27.2 (also in the stc info) is what I wanted it set to they said it was a typo and they would not deviate from 26.7. My asking for consensus was to clarify that properly setup it should be above that anyway so why waste my breath and time to send it in. Thank you for this, very helpful. I’ll make sure the JPI reads 28 on TO. No possible way the company will program a change like that so I’ll just use the blinking light to confirm proper fuel flow has been reached.

Wondering what the consensus is on TO FF for a 310 hp 550. I’ve had mine at 27.5 but JPI is unwilling to budge on the 26.7 redline. The STC info states 27.2 but JPI insists it’s a typo. Not really happy with JPI for multiple reasons and I don’t want a blinking light every time I take off. Suggestions? Anyone know how to get to the setup menu on the edm 900?

I think the Iran is a great idea from a good shop. If you’re putting on that many hours I’d keep going past tbo. Shipping an engine is very cheap and you could help your IA with the R&R.

Asking friends that are mechanically inclined to help rebuild your engine is a poor idea imo. Any reasonable IA would be running from a proposition like that.

I also called them ~6 months ago. They would not test or fix my unit...

Check your required equipment list. Pretty sure you will find it is not legal to fly without a MP and rpm guage. Some of the older aircraft do not stipulate it as a required component. You will spend $2k and IMO have less than a 50% chance of it working, especially with your RPM guage going as well (might be a coincidence or the guage cluster failing). I also tried the "retrofit" version at considerable expense and time with no success. My advice is to inop the MP and RPM portion and use the EI tso versions to replace in your clock and jpi location. If not you will probably need a new panel and primary replacement from JPI or EI.

I'm in the slow process of a panel upgrade. I like the clean look but I'm currently planning on keeping my airspeed, altimeter, and a lifesaver gyro. I've gone back and forth about a hundred times between the L3 500 vs the standard three. I think my old eyes just like having part of the six pack still available. I'm not cutting a new panel until the day before the shop needs it...I change my mind way too often.

He is probably looking for the lower panel height and the true dual bus system. I'd expand my years just because so few were made during that date range.

Looks like a good idea and well thought out. Just keep in mind the dynon kit will probably be around 25k installed without an ifr certified gps. Is the HDX certified in the 172 yet?

If you don't want the tanis system the price will be $140 cheaper but the 4 cht/tanis combo sensors would not be included.

1500 mile range is used for long range tank advertisements. It turns the Mooney into a 2 person and junk type of plane.

I'm going to inventory the jpi wires fwf later tonight and add a few more pictures.

I thought you fixed planes...just flip the tail around. We'll let you keep the extra cylinders.

I pull it in, put the headset and keys on the dash, close the door, and turn off the lights. The joys of having a hanger.

Wow, I hope a lot of the plane made it out.

I have a couple items for sale. I'll keep it on MS for a week or so before I move it to an auction site. All payments check/usps MO held until payment clears. Garmin 106A CDI Great unit but the gps light is burned out. Used as a backup to my 525 HSI. $1350 shipped lower 48.