Bryan

I plan my maintenance trips when near Austin. Big Mooney (Texas Wing) fly-in caravan/formation training clinic this weekend at San Marcos (HYI).

I agree that the MVP 50 looks like an old DOS screen, however, I wanted the larger screen so I went with the JPI 930. John Miller is installing mine now in the Encore now.

I had an JPI 830 prior to the installation of the TXi and found the data much eaiser to read and disciminate from the factory 700. No, I am not continuly chaning my RPM and MAP during flight. I have a set numbers I go to for 65%, 75%, LOP and ROP operations but because those are based also on FF and OAT, I like having the %HP quick calcualtion on my screen. I asked Trek (Garmin) about the TIT and the %HP for the EIS in multiple private messages when ordering my TXi, and he told me the TIT (number) was planned in a future release but no plans for %HP. That was enough for me to decide against the EIS for now, even though I would love to save the panel space. I decided I was not going to *wait* for future development and decided on the JPI 930 with rebate. I figure I can replace the JPI 930 (head-unit) with the EIS by only cutting a new planel and re-using JPI probes. I think there is one (or two) JPI probles that are not compatible with the EIS. I hope they update it to the level of the JPI.

Like @gsxrpilot said, with the turbo - we can get 100% HP up to the flight levels. With my 252, I fly almost by %HP to know what my engine is doing. By flying %HP, I don’t have to guess (or calculate) where the red box/fin is based on the variables used in the JPI. If I want to be conservative I fly 65% LOP, if I want to fly fast I use 75% ROP. I seriously considered the EIS but it did not give me the data I wanted to see in-flight. The JPI feeds the rest of my Garmin equipment (G500 TXi, and 750) to give me fuel required, time to empty, fuel at destination == basically everything I need in-flight. I don’t need a ring to see how far I can theoretically fly. I have digital fuel senders and reliable JPI 930 for that.

Duplicate post - deleted

I disagree. My %HP is something I use almost every flight; once verified. JPI uses Fuel Flow, RPM, OAT, MAP, and a pre-defined contstant to calculate %HP. Once the constant is set (a configuration step in the EDM setup) and verified, I find the %HP very useful. I am moving to a G500 TXi system and their EIS (engine information system) for the TXi does not have this capablity, so I decided to install a JPI instead.

My TiT is elevated when running LOP but never dangerously high. I only run LOP at 65% or below. I do run 75% sometimes but only 100F/+ ROP.

My 252 came into the shop while yours was there. I am having a complete panel upgrade but I wanted SWTA to do the CiES senders install and wiring before delivering to avionics. I just don’t trust others to go into my fuel tanks than I do JD and team.

I have an iPad Mini 4 Wifi (64GB) for sale with box and charger. This device was used only for ForeFlight and Garmin Pilot in the cockpit. $200 shipped. Will ship day of payment.

In the past, I have always gone with the WiFi only iPad and it has worked fine. In a normal enviornment, my panel provides Flight Plan, GPS, and ADS-B info to my iPad. I always thought to myself, why would I need the GPS/Cellular version of the iPad in the cockpit. Then, this past summer my backup alternator broke at Oshkosh... no biggie, it was the backup anyway. I flew it back home and setup a time with my maintenance shop once I got back. On the day I took my plane into maintenance, I noticed on climb-out that my primary Alternator was now annunicating and I was in-fact on battery power. Primary Alternator had failed in the climb. I chose to continue the flight as it was a perfect VFR day and I was already at cruise altitude enroute when I had diagnosed the issue. I pulled the battery breaker to save battery power because I would be flying into a Delta Airspace (towered) airport. I pulled out my portable handheld radio and monitored Center. My WiFi only iPad was of no use for GPS execpt for digital cached maps (dead-reckoning) and Charts - no Location/GPS even though I was tethered to my phone. I pulled out my phone and had full GPS signal but no Cellular... I was at 12,500ft. I was able to power the plane back up on battery before entering the TSRA and Class Delta to get my clearance to land, flaps, and gear with plenty to spare. I used the phone for cross-checking my route but decided to use my early PPL training (VFR maps, compass, and clock) to finish the flight as primary source of navigation. From that moment on, I decided the extra ($130) money was nothing to have another device with a GPS in the cockpit with me at all times. I did, however, wait until the latest (iPad 5 Mini) came out for the full version.

Where are you located? I would reach-out to someone with Turbo Mooney time to do some tranistion training. What plane are coming from? I had a similar 231 and flew it using the 252 power settings. One of the biggest differences is the 231 to keep it from overboosting on T/O. Your POH should have suppliments for powersettings when the plane had the intercooler and wastegate install. Your MAP gauge should be plackarded with the max MAP setting as well. I have a copy of a cruise cheet-sheet that was made for my 231 at that I can send you. PM me your email address. Once you learn the proper techniques, you will love the Turbo. If you don't have an engine monitor, get one today! I will help you understand your engine and what it is telling you.

I don't believe this. Yes, I have seen the picture of FlyQ where the GPS icon is lit up during the conenction but that just mean "Location Services" is working to assimulate your location from cellular triangulation. Not a single WiFi only iPad (yet) has been able to do this directly from the iPhone GPS, just Location Services. My older iPads do this, nothing special about the 5. The key to compatiblity would be in the iPhone tethering code. Want to test it? Pull out your sim card or disable Cellular and try it out. There have been attempts to make special apps that need to be running on the phone that will gather and re-broadcast your GPS but nothing native.

So you have a picture of the fuse location? i am having similar problems with my 28v M20K panel lights. My plane is now in avionics for glass upgrade so I am hoping removing most of the instruments will solve my problem. I have not found a fuse but had my POT replaced and the controller in the avionics bay inspected, cleaned, and rebuilt.

Just to note, too, that the GFC 500 (only compatible autopilot) is only available for the long body aircraft today. The mid-bodies are expected next but no firm data has been provided.

Not that this helps too much but I caught the Jan 31st EDM 930 promotion earlier this year and was shipped just about three weeks later. I think the programming for the 930 and 900 should be near the same. When I ordered, I had all their documentation collected and signed-off on for my Engine/Aircraft model with supporting documentation.

Sorry forgive my ignorance for this old thread. I have a Kx155 without the Glideslope... or at least my old BK CDI does not have a glide slope. My display is starting to go. If I could add the Mx155, could this add glideslope function to my (new) glass Nav2 input? Maybe someone at Sun-N-Fun can talk to TKM on the status of this for our aircraft.

I just don't see the user installing a 175 and a G3X and re-using old COMMs. If you can afford the price of admission of the G3X, 175, and install, why not go to at least a 650 with the NAV/COMS/GPS, however, pending the outcome of connectivity to the G3X, I would do an IFD over the 650.

They do make remote COMMs for the experimental crowd and responded to my question on the webinar they were not going to certify them.

They really need the 650/750 for the G3X as the 175 nor the G3X does not have comms.

I might have done this Ki300 if it was available. Since 2015 it has been “coming out” and I have completely lost faith in the product. For now, I will install the TXi and continue to use my completely functional KFC 150 and when it breaks either install the AeroCruze ( cough, cough) or the GFC 500 - hopefully with a little less demand on shop time. At least with the TXi, I can interface to anything I want.

With a TXi on-order, I decided to pass on the G3X because it could not hook up to any legacy autopilot and since mine is working great, I am not planning on replacing it until I have to. My quote was very similar to Don Kaye's in a shop half way across the country. It was not worth the $14,000 in extra labor to save $5000 on the display.

We get the FINGR5 from Arkansas. But a little more north east than due east. Ft Worth Ctr and Approach controllers are good, you’ll be fine.

I know, right? Low level wind shear, at night. with weather. At this altitude we were VFR on top in clear smooth air, abeit the wind right on the nose. We were trying to cross the system and eventually decended and got about 90kts but it was still crazy. At least I was in a Mooney, anything else it would have been better of driving.

Same here.

I have posted a couple of times about fastest ground speeds in my Mooney but this is a first. Recent trip from KY, at 14.5 in the M20K (252) because of weather - I clocked a record ground speed (the other way) in cruise: 77kts The slowest I saw was 72 but my friend grabbed this one off FlightAware during the flight: 77kts over the ground.