Stephen

Thanks guys I'll try the polarity and review grounding and the type setting issues. That said I have a hole in my windshield already (original probe from removed system was there); the defective probe from JPI (didn't meet resistance spec) and I need JPI wants it back for RMA. I figured that I might be able to put a working analog gauge in it to plug the hole and give me a reasonable reading while I figure out the problem.

My original probe was through the windscreen. I have the 1st (defective) probe that JPI sent me in it currently to plug the hole, and the active one in the pilot side fresh air inlet intake. I can get pictures for you. I have heard either that inlet or in a wing inspection panel OB of the gear are the best places. Search for OAT under my name and there is a thread there with (generously) donated pictures from the Mooney forum guys.

See my post on OAT

I have an EDM 900 install that is exhibiting odd behavior with the Temp....and possibly other functions. Those of you that have one on an IO360 aircraft, could you possibly take a video of 2 scenarios so I can compare behavior for troubleshooting purposes? 1) Ground idle, 1K rpm, roll tape then switch on landing light and pitot heat. (My amperage draw bounces from 0-2 Amps and never stabilizes....it is constantly changing. 2) In flight level cruise (I used 2500/WOT and 9.2 GPG, ram air open at 6-9K feet-ish, but whatever you use will probably work). I'm mostly looking at RPM and Manifold reading stability. (mine dances all around and never stabilizes within a 10th or two). Thanks, I know this is a bit of a hassle, but we are months into troubleshooting this and JPI isn't being a huge amount of help so I think I need to narrow down the issue based on comparative, similar aircraft if at all possible.

Punch the VNAV button on your Garmin 430 or 530....do that and lead the decent rate or decent time a bit to level and slow prior to the patter/fix.

I posted this in the parts section, but wanted to ping here as well. I have an EDM 900 that is giving me crazy temp readings. I have been working with JPI support on it and am on my second probe, second location (now in fresh air inlet) and still the thing doesn't work. I have to use the full -10 deg to get it to read +1 on field temp then the think slowly climbs in indication so at altitude it is always reading 35 - 45 deg C. So......while I troubleshoot it; does anyone have a *cheap* but *functional and accurate* round windshield gauge that you may have pulled for your engine monitoring system that I could get and use while I get this mess straightened out? I need something to pinch hit for fall IMC for obvious reasons. Thanks as always, Stephen

Hi All, I have an EDM 900 that is giving me crazy temp readings. I have been working with JPI support on it and am on my second probe, second location (now in fresh air inlet) and still the thing doesn't work. So......while I troubleshoot it; does anyone have a *cheap* but *functional and accurate* round windshield gauge I could use while I get this mess straightened out? I need something to pinch hit for fall IMC for obvious reasons.

Beauty...congrats!!

Yes, it is a circle on flat land and a partially eaten cookie if there is any terrain

Agreed i think the ASI is high; hoping to replace all the steam with an L3

First Mooney so I am not sure. May have to zoom to see the gauges, but this is pretty normal. The Outside temp on JPI is lying....I'm on my second probe, second installation and it still reads unbelievably hot vs actual temp. So ignore OAT.

Yeah I had hide distant traffic on; didnt think to take it off to see the dance.

Hi Brian. no worries just thought maybe it was rigging or something so wanted to call it out. Hank I have the 3-bladed speed brake as well. I know mine needs rigging for sure.... maybe that will help a bit.

My '69 F cruises in the Mid to high 140's WOT, 2510RPM 6-9K altitude, RAM air open 9.2-9.3 GPH @ 25 ish LOP on hotest cyl. I depart most times with full tanks (64) mostly with 2 people and a good bit of junk in baggage (30-50 lbs), so medium to heavy. I have all flap, gap, aileron hinge fairings. Lower cowl enclosure. Otherwise standard cowling and one piece, but not 201 windshield. If you have a TN engine @12+ gph, something odd is seems to be going on.

I have no idea why it would either it is the default "Foreflight Airplane" the "jet" would be a straight wing citation icon

This is me and my son going around the Springfield TFR today Heard AF1 call in on approach pretty cool; kid got a kick out of it.

I agree, I get about the same numbers on my F as Brown.

Slow long and shallow.

Must be a Phoenix thing, my 69 F came with them as well and the owner who installed them was based at chandler as I recall

Re: the mess part of the issue, My last A&P uses a 2-3' long piece of 90 degree "L" shaped (high density cardboard? Plastic?) scrap that was used as as corner packing protection for a large appliance (like a refrigerator or something). It is shaped like angle iron but made of something softer. It is cut slightly on the end so he can slide it in from the side until it is nestled snugly under the oil filter seam that mates to the engine. Because it slides in at a slight upward sloping angle to the filter, when the filter is loosened the oil runs downward and outboard into a catch bucket positioned under the other end. He lets that drain while doing other stuff and unscrews the filter and takes it out basilly with little to no spillage. Same piece gets reused over and over in the shop so it doesn't seem to fall apart when exposed to the oil.

Yeah I was thinking calibrated CIES + JPI EDM 9xx or equivalent seems to mostly mitigate this issue

Or take a trip and land there; I'll snap a pic from the beach

Boooyah! Go MS is right!

Hi Chris, PM sent with Email.

Ultimate zombie thread revival! If you still have the checklists somewhere would love to get a copy to compare (making a foreflight checklist for the F )