Lionudakis

I've said many times, experimental targeted cockpit goodies put their efforts into quality and customer service. Certified companies spends 10 fold and years On certification, and often lack any real customer service. Garmin gets 1k to fix a knob that quits working a week out of warranty ?? Let the exp companies try that and see how long they stay around.

Sexy Is only used to describe ladies and airplanes ; and that bird is sexy.

An injected engine, or a carbed on any other plane is usually easy. An IO with the flow divider on top is pretty straight forward, the carbed C model is a challenge because of the location of the eng driven pump and the carb, and the firewall, and everything in between does not allow for an install by the book, and it seems by the inquiries to my original post, other have had the same obstacle. Sent from my iPad

I only have a few hours in it recently, but the Insight G3 is really cool. I like how the info is displayed and its straight forward menus. My pcu5000 governor works much better than the old one. The original one had something not quite right, before it started puking oil. Now with the info I can try to get the chat under control. Sent from my iPad

This is what we came up with. The fuel line routing Uses straight fittings in and out of the transducer, the transducer is level, and right side up, and the hose bends are kept to a minimum, and has more than adequate clearance from the exhaust. The lines are supported by an adel clamp on the firewall and just below the oil cooler. A simple routing as on an IO-360 just isn't possible with the location of the carb and fuel pump for a proper install, and without some really tight bends in the fuel line. Sent from my iPad

I see a big difference in the room available between the different models ! In the first pic 601RX posted, compared to mine, where the fuel line goes off the pic (upper right corner) is where it ties into my fuel pump, but where your silver clamp is (viewed between the exhaust risers) is exactly where my fuel line goes into a 45 fitting in the carb, not much room to 'level off' the fuel line, along with fittings and hose connections . Also swinging out toward the left cowl doesnt work as I dont want my fuel line anywhere near the exhaust, firesleeved or not. I actually think I'm down to paralleling the bottom of the cylinder going forward, through the sensor, then making a u turn backwards into the carb. Have to do my 4 days at work, then get back out and see what I can come up with. So far just playing with the G3 in the hangar, it's a neat unit, looking forward to the real time vibration. I do prop balancing also, it will be interesting to see the in flight vs. dynamic balancing results !

I'm installing an Insight G3 in my early C model, I've installed dozens and dozens of Jpi's, Insights, and Auracle's in everything you can name, except a Mooney. Does anyone who has a fuel flow transducer (of any company) installed recall exactly how or where the fuel flow tranducer is orientated in line with the fuel line on a carbed mooney? To install it correctly it must be level with the aircraft in flight and use no angled fitting before and after the sensor, this is in the instructions of each brands sender. The tight cowl of our birds is rather limiting on a proper install compared to others makes. These stipulations are challenging on this thing !

Maintenance supervisor now for regional carrier. , 12 yrs as line maintance avionics tech/A&P, 1.5 yrs Maintence coordinator, all at same place. Also A&P/ IA with side business in ga for last 13 yrs too It's alway interesting to see what folks do to fund the birds

I do believe even with the shorter cover, it still hits the prop bracket, and you can only angle the mag up so far to clear the drive gear, and the studs, and I found it still hits. Easiest is to remove the prop bracket first, I just closed mine up from a new governor, and had to do the same thing.

I stripped the plane, painted, replaced glass, then masked the seam from glass to paint for a thin film of sealant that covers the seam. If the labor for masking the side windows was counted in, it almost covers the time of replacing the glass all together. I also used a soda blaster to make quick safe work of stripping the sealant on the edges of the skin/glass. But.. replacing the glass first doesn't make it harder to strip later on. The guys that do it everyday know how to do it. They don't like replacing glass at their own expense.

I just installed one of these and found it to work well, and surprisingly accurate compared to a separate fuel flow unit, even with old sensors in a cessna. Unless the floats are just plain not working, intermittent or damaged. Regardless of float readings, the unit programs itself to the sensor output. After install you program it by adding 2 gallons at a time, from empty to full, so it knows what empty and full is, and everything in between. http://www.aircraftspruce.com/catalog/inpages/aerofl202.php?clickkey=22245

Any update on this?

I dealt with this very issue on a Cessna 210 last year that was placed in a restricted category in it's past, what we learned was how it was put into the restricted category make a difference. Our 210 was put into the restricted with a 'MULTIPLE AIRWORTHINESS CERTIFICATE' (option C on the application), If put back to standard configuration, or into the modified/restricted etc category, a mechanic states so in a log entry, updated weight and balance, and swaps out the airworthiness certificate as applicable and your done;If that's the case. If it was a permanent change, they (Houston fsdo) required us to get a Designated Airworthiness Rep , (DAR, and they don't work cheap) to do a conformity inspection and re-issue a standard certificate, which I've done on a T-34, not hard, just lengthy, and cost a few grand. The rest of our story was the faa recorded it wrong 15 years ago. I requested a replacement cert as ours was lost during upholstery, the fsdo called asking about the restricted situation as he knew how the aircraft was being used (like a regular 210), luckily we had a copy of the cert showing what we had in the airplane all this time (because he mentioned the words multiple violations ) Our paperwork was correct, they were wrong. 6 months later, multiple letters, phone calls, and a blessing from a high up allowing the fsdo to issue a standard cert because of the clerical error, problem solved.

Wow ! I want new seats now !

It sounds like you were trying to tether with the phone, but the gps from the phone won't transfer to the ipad with the data. Get an external gps, well worth it ! Merry Christmas all !!

Avionics Unlimited and Temple Electronics, at KCXO, just north or Houston, both good. Temple did a one piece panel in a C that turned out really slick a while back.

Its extra dough over an overhaul, but the PCU5000 is the latest and greatest, and brand new with warranty. Mine just started puking oil, I sent it to Florida for an overhaul, got a phone call that it's scrap. PCU5000 on the way. Overhauls usually wind up over a grand, I got new one for 1500 and some change. It's an extra sting over an overhaul, but probably the better long term choice. Santa will be skipping me this year, but UPS will pick up the slack, UPS also dropped off a new cylinder, fresh autopilot servo and Insight G3

I've never flown as little since owning one. Seems backwards, but that's how it's working

I would have needed some new shorts !!!! The 1.1 ips prop ended up coming off as something wasn't right, ended up it was a low time "new" (read counterfeit) prop by a named shop. Paperwork, s/n and everything. Our shop said the hub was drilled incorrectly (zerk fitting chamfer) and needed to be replaced or looked into further, and good chance the other did too, I checked what he asked me too, sure enough, other side was too... With the two props sitting side by side on his bench is when it was observed the very slight difference in blades of the same p/n and era. One side was overhauled, and the other side was 50 yrs old counterweighted blades with the counter weight cut off in a chop saw, painted and dressed up, assembled, and billed as new ! Even the prop guy said most guys wouldn't have caught it, and he didn't till he saw them side by side and knew what it was, not 15 ft from each other. The Feds and the original shop made it right ........turns out drugs and gambling played a part in the previous shop..........The new hubs and blades balanced beautiful

You can have near battery voltage at the alternator field terminal sitting static, but find it drops quickly in operation, it does require a small amount of current that it might be starved of while in operation. I have piggy backed a wire on each point (field, ground, and batt terminal's at alt and battery for voltage drop) and zip tie them back into plane for 'in operation testing' with a meter, something You can't do very safe with a prop spinning. It can save some serious time just seeing what's going on in each department while operating and probably find the missing electrons quickly, could be as simple as a near break in a wire that's got insulation around it hiding it, carries voltage, but not amperage very well. I've ran many a wire on the outside of a regional jet to troubleshoot head scratcher's. Good luck

Nice unit Cody! I have a Aces1015 I've enjoyed using so far, any comparison? you've done way more than I. I checked a twin with 2 blades once and had 1.1 ips

That ridiculous they charged you that much, and the amount of time it took to find it. Great write up though !

Lucky folks there !

Whatever it is..... When my kid brings home a balsa glider; I assemble it with its vertical stab leading edge vertical, and it flies faster

Yikes what a mess! Just a question / opinion for all. If every page of each logbook to day 1, tag, form etc is copied, as I did, with a DSLR high res camera (Even better than scanning), so it can be blown up to see even the details of the signatures, and the logs are lost or missing. Wouldn't a printout of what's been saved be sufficient to maintain the value? Yes it's not original paper, but it's as good as and would leave no unknowns, would this still affect the value to some ?