tmo

I would actually love to do this, in a couple of years. Buzz Lady Liberty on the way to Osh... The adventures of @flumag and @terbang are an enormous inspiration. All in due time. TBH, I've considered the reverse trip a couple of times, but the challenge of buying a first airplane from that far away ended up being overwhelming. Buying one relatively locally hasn't been easy nor fast either. Perhaps I scare too easily. Oh well, all is well that ends well!

The plane is N-reg, so FAA rules apply. I went through the whole AFMS for the EDM-900 and it does indeed mention that the unit "may replace any existing .. Fuel Quantity indicators required by the aircraft type design" in the "Operating Limitations" section on page 6. Too bad they didn't bother to update the "primary / non-primary" table on page 3... But the good news is it seems to all be as advertised. Thank you for the suggestion to read all of the fine manual, not just skim it.

@carusoam - that's my point :-) looking at the JPI docs: JPI EDM-900 AFM supplement for example I see no mention of either FUEL LEVEL being "primary" (see page 3). It does list "AMPS" and "Estimated Remaining Fuel" (which I guess is what the factory gauges display) as "non-primary" so I wonder what is the basis of being able to remove the original gauges from the plane, as people obviously do. I understand that the RPM/MAP/CHT/Oil Temp/Oil Pressure/TIT/CDT are all "primary" so that's good and clear, but how does the fuel and the current (AMPS) get handled? I am, for the time being, leaving all the original gauges, so I'll be legal, just don't want to miss something and have to go back to JPI or, worse, be stuck with not-exactly-what-I-wanted for the $5k + installation. EI lists both "AMPS" and "Fuel level" as a "primary replacement" on their CGR30-P/C combo. They also list "fuel remaining" as a "non-primary" indication, which leads me to believe the two (fuel level and remaining) can are technically (from a paperwork perspective) not the same thing.

So, two more, similar, questions... The JPI documents don't say if the fuel indications are primary or not, yet it seems to be OK to remove the original gauges, how so? The JPI documentation clearly states that the AMPS are non-primary. Is the basis for being able to remove the original AMPS gauge that it isn't listed as a primary source of info in the limitations section of the POH? This was supposed to be fun, eh...

You do set the bar high..

Do tell... And, will it interface to a KFC-200 via an EA100?

Do tell... And, will it interface to a KFC-200 via an EA100?

Do tell... And, will it interface to a KFC-200 via an EA100?

Now imagine you had to request permission, sometimes pay for it, sometimes be restricted to VFR only, just so you can fly to/over another state in a homebuilt. Welcome to Europe... Yeah, there are some arrangements easing it, but nothing as nice as the US has. And don't get me started on a unified airspace layout...

I beg to differ, I believe the newer CIES senders can be had in a version that emulates the original resistive (?) ones, at a slight loss of resolution. See these instructions about EDM-900 from CIES for reference. Also the CIES product page lists "resistive output - existing gauge" from which I would deduct the EDM won't know either. The EDM would have to go back to JPI if one wanted to go with digital senders from CIES. Again, I believe the real difference between them is the resolution, not accuracy.

Speaking from club experience, the gearbox on the Rotax is way less problematic than current Lycoming cylinders for the O-235 we have in our C152's. Had to rebuild three out of three, two of which were freshly (within a year or two) overhauled. At different shops. The Rotax on our Tecnam we just replace with factory new when Mr. TBO comes knocking. IIRC price is very competitive to a full OH on the C152 Lycomings, and experience shows it gets much better results in terms of reliability. The ability to run any mogas (including those with some alcohol) is a very welcome feature for private operators, but that is even more of a digression. Not trying to start an argument, just presenting a view from a land far away. Alas, none of the Rotax engines make sense for a M20J v.2.0 - not enough power.

And, if I recall correctly, the E5 can effectively be software-upgraded (unlocked) to a "grown up" Aspen. I'm afraid it does not have a real HSI though. But yes, many options, yay!

Hit a bit of a snag on the way, but things are moving again, and I would like to ask for confirmation on a couple questions we're not sure about. Can someone please confirm that the stock 1980 M20K fuel senders are: resistive 2 in series in each tank (total of 4, but since in series, they count as 2 inputs for the EDM) Tell me what values for fuel pressure should I put in the order form - can't find anything in the POH, but I want the FP logged just in case. I got 6.25 PSI as min and 38 PSI as max from Continental SID97-3G, but want to confirm. Since the fuel senders I have are working fine, I'll opt to not spend the $1600 and pass on the CIES senders for now, especially that they can be replaced without sending the EDM back to JPI, just a matter of purchasing the right ones.

Side note, the BK KT74 is a rebadged Trig TT31... I think there was one for sale here recently.

AFAIR all the diesels, which are inherently heavy by design, are geared as well, and they don't stop spinning every other Sunday.

Hey now, what happened to "buy your second plane first", eh? Yanking your chain, of course, and yes, IR in my short term plans, regardless of turbo. That said, plenty of people want TC for performance, density altitude, or just because they want to. But let's not thread drift.

Congratulations as well! I too am enjoying the cold dense air and unlimited visibility around here lately. A tidbit, I had to not only get the FAA complex and HPA endorsements, but also separate VP, RU and T (variable pitch prop, retractable undercarriage, turbocharged) endorsements for my EASA license. I hope to add (need) one for EFIS (yes, it is required) soon... Hope to pass 100h TT flying in for the annual soon.

No pics, but yesterday I learned first hand how much later the Mooney will land (stall) when really light... Purpousedly ran one tank almost dry (all the way is next on the experiments list, on a longer flight); the last circuit was with about 9 gallons left.

And to add to this, I think this should not be used in Continental engines, because the Lycoming additive (only really needed for one Lycoming engine, IIRC) will possibly cause starter slippage issues.

I believe this thread is of interest...

Last I checked one could still buy a DA40, not just a SR22. Or a P2010 if you're willing to allow mixed construction (cf + metal) in the equation.

Carbon offsetting

Because you can spend the time getting proficient with your new plane. Otherwise the more, the merrier - I'm hoping to do some tailwheel in the summer.

Sweet. Keep me posted, me likey a project, especially if I can follow someone smarter.

Is your light LED or traditional? It will draw different amounts of current, which might influence the trip (assuming the switch is a circuit breaker as well and it just trips).