Citadel03glas

Alex, thanks for your input on the 900 vs. 930. I have some experience with UX/UI design, and I can see why they went to a smaller number… I’ve seen many times where an operator (not just pilots) fixates too much on the number when all they need to know in the moment is that the data is in range. The values I absolutely need to see are the larger ones and the smaller can be extracted post-flight, but a valid concern for some. I’m also hesitant about how the 930’s size would fit with the 3” spaces I already have. I would prefer to have it in my direct view on pilot-side and the panel doesn’t have room for that over there. @carusoam, to answer some of your questions: I’m a lower hour pilot, but spread over a few decades and a few airframes. Most of them are of the C variety, but my flight training had me in Charleston, Albuquerque, Cheyenne, Camarillo, and Colorado Springs. I got my instrument rating in C Springs with half of that training in Camarillo. I got into the Mooney because it fit my mission flying up and down CA mostly. I have no intentions of challenging thunderstorms. I grew up around them enough to not consider testing that boundary. I got my instrument ticket to better manage the CA marine layer, but I’m glad I got experience in Colorado summer and winter weather to learn what to avoid. As for my non-flying experience, I’ve been serving in the military, both full and part time, for 19 years now and been a laser scientist, space and missile operator, quality engineer, systems engineer, instructor, electromagnetic warfare, and operation officer. Hopefully I can bring some help to others as well in MS as I get my feet under me here!

All, Thanks for the info and guidance! Is the first time owner that obvious?!? I'm early in the process for getting the 900, so thanks for the PIREP as well. My GNX delivery was the same way. It was ordered in February and just arrived at the shop last week! I do expect to remove a significant number of engine instruments with this installation and update my fuel senders while I'm at it. With those lead times, I may tie it to my annual since I will have it opened up for that already. My vision (at least for this year): GNX 375 install - remove ARGUS, GPS 2" CDI, Xpdr, & ADF EDM 900 install - replace fuel senders w/ CIES; remove RPM, MP, FF, DAVTRON, GEM, & engine instrument cluster I know this is drifting a little off-topic for this thread, but is there any value hanging onto the strikefinder? My original plan is to put the EDM in a vertical config where the ARGUS is currently installed, but I considered the strikefinder port as my alternative.

Hope this is the best place to post this ask. I’m trying to set up my order for an EDM 900 and the order form asks Pressure transducer fitting size to ship: Adapter, 3/8-24 UNJF Male (AN-3)x1/8” NPTF or Adapter, 7/16-20 UNJF Male (AN-4)x1/8” NPTF I’ve tried to exhaust every avenue for information through Mooney parts catalogs and install manuals, and I can’t seem to find the answer I’m looking for. Does this vary for the M20 series, or can I expect a specific size hose interfaces (AN-3 or AN-4)? Aircraft details: 1966 M20E w/ manual turbo GEM 603 DAVTRON M655 Shadin Miniflo-L I do intend to remove all of these gauges on install as well as fuel, tach, MP… Below is a current pic of the panel. I already have a GNX 375 standing by for install to get me ADSB compliant. I feel silly that I haven’t been able to figure this one out without getting under the cowling. Thank you for any help on this. - Sean