willerjim273

1980 M20K, for the B&D gauge required equipment. No joy. I understand it is a K" type "thermistor" style. Max temp is 400. Can a CHT probe be used with resistors? Can an IA sign off on such a setup? Dan at Lasar he is out and does not have a source right now. It has a white plastic sheathing. I have the JPI with CDT working just fine. Looking for that ship probe. Anyone have a source on theses?. I am still looking, Seems everyone is out of stock. Tks Thanks CDT PROBE, AOO2-CDT, M111CDT

Does anyone have a source for the pin layout for this instrument. Skyman sold me the gauge. Good price. We will see if it works. I may be wrong, but it looks like I have to have this working even though I have an EDM 701 that works perfectly with the CDT and TIT options. Not much desire to "experiment" and destroy the "new one". I have seen it called a "413A" as well. Tks

Anyone know why this? We just added vdo il pressure sender. Why the HI O - P ? I want to set hi and low limits. Thanks!

Thanks all. Interesting.

Seems like I may have a KS 271/A/KM 275 ROLL SERVO that needs overhaul. Any recommendations? I am in Denver. Thanks

Anyone know where the roll servo is located? 80 M20K. Thanks

I finally pulled my head out of my ass. There are #'s on the 25 PIN. Thanks.. Anybody know what happens if the reset button is pressed on back of unit? https://www.aircraftspruce.com/catalog/pdf/edm830manual.pdf. I am ready to light her up. If nothing happens and I am right pins, then reset on BACK of unit will...........? Erase all data or is data saved despite. Thanks Anyone going to Sun and Fun?

Sorry if a double reply, but no marks on my unit.

Hello all, I am trying to Bench Download Data from my 701. Unit works fine in plane. Unable to power up on bench. . Here is what manual says. BELOW IS MALE AND FEMALE UNIVERSAL MAP FIRST ONE IS “MALE” Pls see pics below. spent most of day on this today and am psssssssssd. If you look at pics attached, the unit has to be inverted to orient and find pin 13 for + and 25 for -. So now, unit is upside down but the 25 pins make sense. I have put power and grounds as the pics show WITHA 2 AMP INLINE FUSE as per JPI. I am blowing fuses, so that is good, not damage. Unit has over JPI min from battery, 12.2v. Did they invert these things? Also I have the basic 701. Time to upgrade for any reason? Everything works fine. Thanks guys......and gals!

And the waste gate is a Merlyn. Tks

No, The weather was warm. He last flew her in mid to late September.

Clarification on my post. about oil pressure problem on M20K Just read post Oil pressure relief valve, again: Low pressure high temps: Standoff again. To clarify, this needs to be added: I approved the shop owner to test fly the plane to confirm himself the problems and see the low pressures and high temps

Hello all. Happy New Year. My engine is a 1980 M20K GB C LB with Black Magic and intercooler. I fly mainly out of the Denver area over the rocks to Grand Junction. 15.5 to 17.5k is typical. I usually run her at 65% and have kept the JDM alarms very conservative. No problems until my last annual. The shop is a reputable one, I believe, and they do not seem to get any more honest then Greg the owner. I departed BJC for EIK (20 miles) with barley enough time to put the gear down by the time tower let me go. I SHOULD have conducted a thorough flight test. I landed and put her away. On the next flight, with an instructor friend, the EI-17 audio alert blared "check engine monitor". The oil temp alarm sounded exceeding the limit of 200. I know that is low, but let's not get into that right now. Point is that high oil temps has never been an issue. The oil pressure was down at the bottom of the green and we were at 8000 ft. Marginal at best but certainly not right. And for sure not going over the mtns. I just reviewed the past postings on TSIO 360's and this issue. The most appropriate is from March of 2015 when Don had the same problem. Will, Doc and Don figured it had to be a piece of crud in the relief valve (RV) port. I popped the cowl and located it. I read how Don, and his short mechanic, had to make a jig and decided that picture did not look great. I had also just had the plane annualed. If I messed with it and it went south, guess what? So I took her back about a week later with no more than an hour TT since they worked on it. We went on a 3 week vacation out of town. I approved the shop owner to fly the plane. He said he had mucho, mucho time in the 231, owned 50+ airplanes etc. etc., and was very familiar with the need to NOT over boost. I had just installed a vernier throttle for that reason. My 231 has always been EXTREMELY sensitive to over boost. And I have been pretty fanatical about that issue to the point that I had a digital manifold pressure Brand: Aerospace Logic M210 with fuel flow installed 2 yrs ago. I explained to him that the throttle was VERY sensitive and to just use the vernier for takeoff. Back to the point. While out of town we talked. He said he had to abort the takeoff because "things did not look right." He said he over boosted and had never experienced anything like that sensitivity before. So, 2 oil change later, no metal in the oil. We changed oil filter twice now and no metal. Bottom line is it has been 2 months in his shop and he does not seem to be motivated to figure it out. I have told him quote clearly that regardless of the cause, I am not placing blame anywhere and I am happy to pay to get it fixed. Just get it done. I am a paying customer and do not expect any favors. I am of the position that since he has been keeping her hangered at BJC at his expense, I prefer he do it and not take it away for obvious reasons. We may need a psyc to figure this one out. I have seen dozens of planes in and out in the meantime. It sounds like he does own a fleet of flight school planes and demand is stupid. So a Mexican......."south American" standoff. I stopped by today and the plane is still sitting there taking up valuable space. He first started talking about the sensitivity of the throttle saying that he needs to check the oil lines going to the turbo.. He has heard that if they are reversed, that can cause the sensitivity problem. Like I was there to talk about that? I have flown that plane for close to 5 years now and have always just been super careful. Never made any metal and have great compressions. How di that come up? I said fine, but what about the problems I brought the plane to get fixed in the first place? He had finally adjusted the pressure valve and thinks he can get the plane back to me tomorrow, 3 Jan. I said hold on! Have you tested to verify all is well? No. My engine is like Don's. There is no adjustment on that block. I told him that that RV does not have an adjustment. He said he put a "washer" in there. I have hired Mike Busch's outfit. About $600 by the way. But the shop does not want to "work with them" were the words of the rep of Mike's on this case. Mike's policy it appears is they cannot do much if the mechanic will not take guidance. What would you do? I obviously need to get a oil analysis or at least see the filter before I accept the AC. No desire right now to go in there guns blazing and have her pushed out of the hangar. Could he have really have screwed something serious up? Kind of doubt it, but what if? Can you mess up an engine with a quick 40 or higher MP? (I have seen 40MP before with plenty of throttle to go, but the pop off always gets your attention, if you have any feeling for the machine. Being an experienced airplane guy it is doubtful he would not immediately pull power. Is he afraid of something or just super busy? To describe the sensitivity I assume is inherent is thus: On takeoff, max brakes, at 30 inches release brakes, twist in about a # 2 pencil lead amount more and I am at 36-38. If a # 2 pencil total width is added, you are at 40. Sensitive. You other K guys. Is that about right? Thanks guys.

Anyone know of a good CFI in Denver Thanks

So did you install new engine?