Mellow_Mooney

I’ll take a few!

Oh wow @Echo. Yours seems to be cooler. Is that the case or is that about normal temps? Will take another look at mine and report back. Weird mine would read hotter on the EDM 700

@Echo curious what you’re using for the piggyback probe or to get temp readings on the 830, and how accurate you find it? thanks, -Mellow

Hey guys, never reported back on this but wanted to follow up. The bayonet with piggyback probe has been working and original garwin cluster works fine (shows correct temperature reading I believe). Only problem now is my CHT reading on cylinder 3 is about 100 degrees higher than the others on the JPI 700. I know that this is because it is taking readings from the piggyback probe. We swapped the bayonet back to make sure it wasn’t the cylinder - and it isn’t. 3 is usually just under the temps of cylinder 4, and the garwin cluster shows it at that as well (though it is obviously a less accurate reading as it doesn’t give me exact numbers). Not sure if I can get any closer on a reading, but wonder if anyone has any thoughts? We are using the original thermometer P/N for the garwin cluster, along with an insight CHT piggyback probe. thermistor bayonet probe: https://www.chiefaircraft.com/air-102-0007.html?srsltid=AfmBOooD83GA2Z5LWCbbZqxRstvuuApOLJdiCvo3SZfwclwL09xQs0Sr adapter probe: https://www.aircraftspruce.com/catalog/inpages/gem5.php

This makes sense, thanks all. Looks like I will be avoiding a gpss converter and saving some money. Appreciate the help/info!

Well now everyone has me thinking about GPSS converters! Anybody have a good one working in their bird that they'd recommend? Do I really need one? Is the GDC31 a good route to take or is there a better one? Also - I have a GPS 175 and GI275 in my 67 M20F. Does anyone know if these eliminate the need for a GPSS converter? (sorry for the novice questions - I don't know enough about GPSS converters or my system integration with autopilot yet). I was able to track town an accutrak and accuflight. Will be installing them in the coming months hopefully. Crossing fingers to find altitude hold soon but that seems like it'll be a labor of time and love.

+1 will purchase 2-3 servos! (I'm trying to add altitude hold to my bird). I am assuming there are two elevator servos. If two, I will purchase 3. If only 1, I will purchase 2, so that I have a spare. If the other servos (with different part numbers) can be included in the order, I wouldn't mind buying spares for the entire plane to get to the number we need... -Mellow

Hey how did this turn out? Considering doing the same in my 67F and have the gps 175 unit and a GI275 While we’re here… anybody have an accuflight or altitude hold unit/components? Happy Holidays!

For anyone wondering. It is looking like this was our correct answer and is going to work out for my aircraft. Will report back, waiting on parts. But wanted to say thank you!

Great information here guys, thank you. I'll get with Matt soon and see if we can get it solved. Will report back.

Thanks Matt!

I'll take a look at my manual tomorrow. It's a 67 M20F so those manuals don't really tell you much... I think mine is only 30 pages and I've gone through it multiple times. I don't remember a wiring schematic.

We've tried both the K type (JPI) and J type probes (Insight) and neither of them worked. Both had the exact same result. Right now we've left the J type in there. Is that the correct one to use?

Hey guys, Got an interesting issue here. My garwin instrument cluster cylinder temp indicator was working and all fine, until I swapped the probe on it. Using a JPI or Insight Probe, the cylinder temp idles at zero until I turn my master on. Once master is on, the dial shifts BELOW zero… almost like there is a wire on backwards (it would normally give a reading). Any idea what could be causing this? I thought it might have been a bad instrument, so swapped it for another one I found on eBay, and same thing. So I’m assuming the instrument itself is fine, and something is just going wrong with the wiring. I would throw the old probe back on to test it, but the shop threw it out. Any ideas appreciated. Thanks! -Mellow

If you have time, would love to see what your full panel looks like. I am trying to keep mine as close to stock as possible also!

Hey guys, First of all - thanks to everyone for your input. I really appreciate it and it helped me go down various paths that led me to end at the below. I ended up going with the gps 175 and a gi275. Going to be replacing my heading indicator with the HSI, moving my tach into the place of the horizontal guidance CDI (under my manifold pressure gauge), and removing that horizontal CDI entirely. so I’ll have the HSI and one CDI with horizontal and vertical guidance. Appreciate all the help! Just wanted to give everyone an update. Will follow up with pics of my panel soon (hopefully)! One thing I am curious about as I’m still learning IFR - does anyone know of any reason I should keep the second CDI with only horizontal guidance on my panel? By removing it am I limiting myself from any types of approaches? Thx again, -Mellow

Are you saying that this vent can deliver cold air as well as heated? Couldn’t imagine ever using this in the summer on my F curious if I’m missing a switch or something now…

Hey Everyone, Wondering what minimum equipment I need to upgrade my panel to be able to fly gps approaches. I am not worried about easy vs hard, just want the ability to do so at the cheapest entry cost. One avionics installer is saying I need to install an HSI and one is saying I don’t. I’m curious what you all think and if you have any insight on my panel. If possible, I would install the gps 175 and use it with a switch for my CDI or install a second instrument, but would prefer to keep it something low cost. My avionics guy is suggesting a g5 or gi275 but I’d rather not shell out the money for that if I don’t have to. Or - can I just use my existing equipment with the gps 175? any ideas to keep my entry costs low and still able to fly RNAV and all other approaches? still training ground for instrument rating but want to get this upgraded for training. Please bare with me if my terminology is incorrect… My home airport only has gps approaches that bring you below 1000’ so that is the biggest reason I want the gps approach systems. Thanks for your help in advance. -Mellow

hahaha... pretty good video. The thing is planes have 3 wheels - all in different areas so this wouldn't happen... i'm thinking the plane would run up the ramp all at the same time

Previous owner left a gas tug in the hangar for me - so I would probably only do it with the tug was the thought. Perhaps get one a bit wider so I don't miss the ramps... That being said - you guys are right, probably not a good idea - just wondering if anyone has tried it haha

Hate to bring up such an old threat... but this was super helpful. Thanks all for the info. I have one question - I'm planning on getting a small (30'x40') T Hangar soon and was wondering if anybody has ever stored their plane on wheel ramps? for extra clearance? Not worth the risk? Seems easy enough and would allow easier work under the plane and some extra clearance on sides of the hangar. Something like this:

Well guys and gals… as promised here she is! Flew her out to Apple Valley and Big Bear this week. She runs great. And FAST Put over 12 hours on her already and she hasn’t even gone through a quart of oil. Pretty stoked on performance so far. As everyone stated only time will tell if I made a good purchase, but at the moment I’m unbelievably happy. Fly safe, -Mellow

Thanks! Good to know. I’ll take a look at it.

So… this is my plane! Just bought it haha. it’s being ferried to me Saturday. I’ll take a close up shot of the visors and will ask the seller if he knows where he got em. cheers to good taste in photos

I took everyone’s advice on here and am thankful for all of it. So even if you think I made the wrong decision - thanks for letting me know what to look out for. I looked at the risk, decided it was right for me, and pulled the trigger. For reference - Borescope and compressions were immaculate. I called all the previous mechanics that worked on it, did my due diligence and found out about the entire history of the plane. Checked the tubular structure, the wing spars, literally everything that was listed and recommended on this post and with a 3rd party mechanic the seller agreed to fly the plane to. Everything came back in great condition. Mechanic even told me he would buy the plane if I didn’t… Only thing I didn’t check was a cylinder which my mechanic and I agreed is probably a large undertaking for a seller. I negotiated the price, and am comfortable with the reality that this might be a dud engine in a year or two. To me - I am getting a plane that I can invest in and mold into my perfect aircraft. Which is what I want to do. I might even be getting the deal of a lifetime - but I’m not betting on it. I’ll follow up with you guys down the road of course, but I think I’m buying a decent plane at a reasonable cost. Will still follow up with photos as well!