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spectre6573

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Everything posted by spectre6573

  1. spectre6573
    Thanks everybody for the input. I totally understand the stay with one manufacturer thing. I am an A&P and do all my own work including avionics. As others might point out that doing a full garmin setup in a short body gets really expensive and also might cost as much as the airplane afterwards. My biggest gripe is garmin’s dealer only install. Thus far I have done a lot of work to bring my airplane to the new age and that includes a center stack of ps450b, ngt-9000, ifd 540 edm 900 along with cleaning up wiring and so on. None of that would have been possible with the expense of the labor for install of what shops would charge. Now what Ericj has said is a reason I ask to see if anybody knows or has seen it work. With the stalemate of the autopilot programs out there, I am starting to have to lean to garmin and bite that bullet when it comes to the GFC500. I use my airplane for work commute and regularly do 4+ hour trips (200-300 hours a year). Before anybody needs to remind me, I am aware the g3x is dealer only, but I am just investigating right now.
  2. spectre6573
    Thanks for your reply and yes fully aware of his build. The question is for ifd series working with G3x
  3. spectre6573
    I can share that before my surefly, I had good cht’s of 20-30 degree split front to back cylinders when leaned. My EGT spread was usually 80-130 degrees and I would have to fly at 2500 rpm and max MP when I was cruising above 10000 feet (I live in the southwest and we have rocks). Now that I have 40 hours in the surefly and flying in the lowers teens like before. My #4 cht likes to stay close to 400 degrees while my #3 is a little warmer than before. However, I have found out that I do not need to fly at 2500rpm up high anymore and can now do 2300 rpm and see the same air speeds as I did previously while burning 6.8-7.0 gph and also allows me to lower my CHT’s back to where they were before with a very nice egt spread of 30-40 degrees. before the surefly, I could change my temps pretty good with cocking the throttle plate to get them more even but now it doesn’t matter anymore in cruise. Just some info to share.
  4. spectre6573
    I am starting my research for what will replace my 6pack. I am fully aware of what the documentation says from Garmin about what GPS navigators they support. But on the flip side, I have seen things here and there about G3x working with the IFD540. Anybody know more facts about it? Also aware that the 10.2.3.1 allows the G3x experimental to work. Thanks in advanced.
  5. spectre6573
    True that! Sometimes I wish I didnt have quadrant style.
  6. spectre6573
    My opinion is it depends on the how much the aircraft is flown. For instance, If you are a 100 hour a year person then 25 hours might make a lot of sense. However, if you are somebody that does 20-40 hours a month average, then 50 hours could make more sense.
  7. spectre6573
    I have over 250 hours on my JPI900 and get the same alarm. But usually I get the low fuel at 6 gallons but I am committed to run that take to empty because I would rather have more fuel in one tank than split tanks. I have to factory fuel level senders and when my left tank is at zero, it will sometimes give an error for not outputting any info. But I never get repeat low fuel alarms like you are say and out of the 250 hours most of the is nonstop XC from KIWA to KMCC, these are my observations.
  8. spectre6573
    Thanks for that. So you just left one end of the hose open with not fitting and place it around the barb on the surefly?
  9. spectre6573
    I think I will just do an AN 4d to 1/8pt to this union and get the barb like you. Won’t need the tee since I am giving the mag its own MP supply.
  10. spectre6573
    I was trying to stay with AN fittings but these would work as well.
  11. spectre6573
    Thank you very much.
  12. spectre6573
    Gents, For the ones that have had this installed or have done the install, can you describe your connection from the Manifold pressure inline to the nipple. I plan on tapping #4 cylinder and running a hard line with AN fittings close to the emag and then connect to the MP port on the emag. Thanks
  13. spectre6573
    Evening. Looking for help On the diode. I did find a PN but nothing is coming up on the inter webs. Has anybody found a substitute? PN 10h3n
  14. spectre6573
    Your probably aware of this already but EDM’s take a lot of install. I was quoted 35-45 hours for my EDM-900 that I ended up installing myself (I’m an A&P). I bought it on sale new for $3300 if I remember right. So there is a lot of work that goes into some of these items to install.
  15. spectre6573
    How about the strike finder?
  16. spectre6573
    Gents, I might be missing this somewhere but is a cabin speaker required? Thanks
  17. spectre6573
    This may help or not but I went down the path for a buzz or static and it was expensive and painful but short answer was SPARK PLUGS! I had the champions and went to tempest and it was clear as bell. now long story, I narrowed it down the right mag and swap plugs and it was still there. Replaced the capacitor and it was still there. Remove antennas and check the grounding plain and reinstalled them. Then changed to new antennas and at the same time new RG cable. Then in the middle of all that, I reran the p leads. I also installed a filter because as mention above found that #2 was staticky or buzzy and I had really had radio even close in on some of the towers. Check the wires and nothing looked bad. We after 50 hours from my last annual I check the plugs and they showed signs of wearing out and since I can’t just change a couple and have mismatch, I changed all 8 to tempest massive’s and the problem was gone. like I said, might not help and I had a bigger budget to work with but stupid plugs was my issue and I could have check the resistance at the start but I didn’t because the problem came up after 100ish on the new plugs and wires.
  18. spectre6573
    Are you able to confirm that the NGT-9000 will talk with the HDX?
  19. spectre6573
    Awesome, that timeline is actually tracking with mine.
  20. spectre6573
    It is my airplane so my ocd was high. This was for a complete remove off all the old gauges and blanking them off. Closing the holes on the firewall and the calibrating the fuel tanks as well. sometime went into the proper hose runs and placement so it was clean looking and reduced the amount of fittings and such. In your case, they can rerun all the same wires in the same locations as long as the first install was good and reduce the time a bit. If you can find an A&P to do it, it will probably be at least half the rate of a shop and work with him and learn some more about your airplane. you can go get online and read the JPi900 install manual if you are curious what goes all i to it.
  21. spectre6573
    That price is crazy and I would not pay anybody that much I paid $3800 for my 900 and it took me (I am an A&P) 40 hours for a new install. The 900 will come with all new sensors which I would use. The additional cost are for new fuel hoses for the oil and fuel system components. I would do the install and have an IA that signed mine off if you wanted to bring the plane to AZ.
  22. spectre6573
    Awesome thanks! It would be pretty nice to have a cleaner dash
  23. spectre6573
    Welcome! So the one thing that I need some clarity on in your post is the AP certification. Are you saying the Dynon is on the same track for AP certification for Mooney M20 aircraft? I understand that trutrak just realized that they didn’t add the other models to their submission to the FAA outside the E model and this will be another delay. What is the specifics on the Mooney installation?
  24. spectre6573
    Here it is. I got it from Mooney directly because I was in the same boat as you. Non of the wiring harness number matched and there are slight differences. Since I paid for the all the lot of manuals when I got my airplane, there was a blurb in there that not all model electrical diagrams are included and that I would need to contact Mooney to get the one specific for my airplane. cheers. sci-800269l-0.pdf
  25. spectre6573
    I have also been emailed by the guy named Max at blackbird. Haven’t really talked to him yet but I put a lot of time into my airplane and wouldn’t feel good turning it into a rental because you know. Nothing out performs a rental!
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