andrew

CGR 30P is a great unit and EI's customer support is beyond reproach. My opinion is replace the secondary DG with the CGR. There is little reason to have a backup DG in the panel. In my experience having the engine instruments a glance away from the primary gauges makes them much easier to monitor.

Do you guys fly with the propane tanks in the plane? Are there any risks related to the pressure changes and LPG? Andrew

Thanks, but I'm looking for a similar looking switch which is not a breaker switch. Specifically I'm searching for a SPDT rocker, and one that does not already have a label etched into it.

I know the Klixon TC20 switches are rare and expensive, but has anyone found a non-breaker rocker switch that fits the 1.6" mounting holes and matches the aesthetics of the Klixon switches? I'm trying to put a SPDT switch in the switch panel to control some auxiliary instrument lighting. Right now it is a simple toggle, it would be nice to replace it with a rocker. Thanks, Andrew

Interesting. I suspect it was probably a LORAN light then. This plane had a TI-9200 IFR en route LORAN installed by the factory, it seems likely the light was for that unit. No, it no longer lights up. The wiring to it is cut and tied off behind. The light was probably just left in the panel to fill the hole.

I was looking at an M20K today and saw a blue indicator bulb between the AI and HSI. This isn't the first Mooney I've seen this bulb on so I was wondering if it might have been stock and what its purpose may have been. In this plane it was not connected to anything. Any ideas?

As long as the paperwork is in place it shouldn't pose any major issues. Make sure all the modifications are documented and the paperwork is on file with the FAA. STCs will cross without contest, and most 337 work will as well, as long as the documentation is in place and, in the opinion of the examiner, the work is done satisfactorily.

Sounds like a good design. Is this a solution you are working on, or has it already been completed? Pictures and copies of relevant paperwork would make this easier to assess and understand.

The temperatures spike like this immediately at take-off? I normally don't linger between take-off and establishing a cruise climb unless I have a real need for it, how aggressive is your climb? I can definitely get the temperatures to rise if I hold the plane in an aggressive climb, it normally takes a few minutes though. What sort of condition are your baffle and baffle seals in? I believe the C has a ground adjustable cowl flap. Have you tried adjusting this?

GDL-88 will comply with ADS-B under 18,000ft. Over 18k you'll require a 1080 transponder (i.e. the 330ES or equivalent) after 2020.

I always have one anomalous CHT on my 830 because the factory gauge requires a different style probe to be used and it has a different response characteristic. I talked with JPI about this when I first installed it, they told me that there is not really a way around this without going to a JPI primary unit. It manifests on mine as the primary instrumented cylinder being consistently about 50-70F cooler than the rest, and looking back through the downloaded log data, it displays a very short time delay (maybe about 20s). I don't normally see this difference change much over time though. If it is actually creeping up with flight time then you may very well have something reducing the thermal conductivity between the cylinder and the probe.

Does anyone know if there is a 28V plane power alternator compatible with the M20K (TSIO-360-MB1)? I can't seem to figure out which would be the correct model and the Plane Power listing only suggests a 14V alternator for the M20Ks.

Just to complete the thread: I received the mechanism back from LASAR. Great work and the seat moves smoothly now. The inner tube that supports the seat was damaged beyond repair and was replaced new. The bellcrank was reinforced and looks like it will offer more support than the original construction.

Does anyone have a used WAAS data card for the 400/500 series units they would like to part with?

If you flip the axes we're actually quite close. I am normally just verifying the fuel load against the JPI readings anyways. I find it's far more accurate than my dips at tracking fuel.

The calibration is definitely not quite linear. They are integrated with the wing structure, and therefore angled with the dihedral. I haven't seen the bladders out of the plane, but I suspect they are also not entirely a uniform shape through their vertical extent. I have 54G bladders in my '68G and the calibration I came up with is attached.

The RAM suction cup mounts?

Great videos! I'm curious what kind of cameras are you using and how have you mounted them?

That's good to know. Did you make it as an owner produced part? Was there any paperwork involved with installing it? Thanks, Andrew

LASAR has experience rebuilding. Giving that a try.

At $2/ticket you're spending $350m. My understanding is that the IRS will withhold 25% off the bat, and then tax you more later. So the most you will ever see is $412.5m. Not to mention that the jackpot will very likely be won by multiple tickets given the run on sales. There might be better investments... but if you have that type of money kicking around, I'd be happy to charge for preparing a more thorough analysis :-)

I am looking for the front seat vertical adjustment bellcrank and arm assembly. The plane is a 1986 M20K, but I suspect the pieces will be identical with the Js of that era. The Mooney IPC lists them as part numbers: 140216-501, 1242F, 140216-021, and 140216-001. Does anyone have these parts around or have suggestions on where I might find some? Andrew

I've been dealing with Frank Lopez at JPI. He's been quite helpful in terms of explaining the options and how they piece together. You can reach him by e-mail at: jpi.frank@yahoo.com

Is there a way to have a 496 drive a CDI? The Accutrak uses an AC CDI error signal for the nav input. Brittain has always been extremely helpful with me, they may have some suggestions drawn from their experience on ways to diagnose an installation.

Thanks for all the feedback. It sounds like there have been some great experiences with the JPI primary instruments. All of my original gauges are still operational and there is currently a 700 installed. I just wanted to pursue all the options for EDM solutions before committing to the upgrade in case I could figure out a way to justify the additional expense of digital primary engine indications. For now I'm just going to take advantage of JPI's upgrade program to move the 700 into an 830. It will be a couple thousand cheaper and provide a great deal of additional functionality.