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Showing results for tags 'avionics'.
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sTec system60-2 POH View File POH for the sTec system 60-2 Submitter neilpilot Submitted 08/10/2017 Category Avionics
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Just wanted to let you know that LASAR is cleaning house! Right now, we have over 300 used parts and avionics for sale on our Ebay store. Everything is priced to sell, and all reasonable offers will be considered. Click here to check it out.
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Not sure if anyone has seen this, but I recently worked with these folks (based at KBFI - Boeing Fiend, Seattle - one of my old stomping grounds) on my PMA450 - to-450A trade-up. Worked with Chase there, and had a wonderful transaction...exactly as specified, and will be getting the 450A plugged in this weekend. My shop in NY actually recommended them, as they knew I was looking to do this, and the 450A wasn't available when we did the cockpit upgrade last year. Sharing for visibility. https://avionicssource.com/special-offers/ Steve
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Aspen EFD1000 Cutout Diagram View File Page 108 of Document 900-00003-001 Submitter "Chocks" Submitted 04/01/2017 Category Avionics
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My wonderful KFC150 is failing the self test. I've been through the various threads here, and done some trouble shooting, as well as visiting the local avionics shop. The locals were helpful, but are NOT a King dealer and don't have the appropriate test gear to adequately diagnose the specific problem. They did let me know "it's broken"... So, I'm looking for a reputable King dealer in/around metro Atlanta. I've tried Precision Avionics in Griffin, but Scotty's so backed up, he won't even let me schedule an appointment for the next month. Epps (KPDK) sounds good over the phone, but I have no experience with them. I have spoken with Autopilot Central in Tulsa, but that's a looooong way to go for what will hopefully be an easy fix. If not, I'll head over there. Any others, or recommendations? Thanks
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Have any of you installed the freeflight ads-b transceiver? If so, how about a Pirep.
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Hi all, I'm new to the family, I just bought a 74 m20f that is stock. Like any bird of this vintage, you have to do some work. I'm trying hard not to get carried away. My transponder is not working. Do I fix it, or replace it for the 2020 compliance, or replace it and add a few other things and if so what items should I upgrade. I'm torn between getting it done economically vs getting a bunch of things done while the panel is open. Labor will probably cheaper if they don't take the panel apart every year . part 2 Does anybody have experience with Islip Avionics or Ventura Avionics? I will probably choose one of these due to location quality of work? customer service? turnaround time? price? thanks in advance for your input Homefree
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Just wanted to put it out there: If anyone is in need of avionics services in the California Central Valley or Bay Area, we would love the opportunity to earn your business! Tripp Walker Velocity Avionics FAA CRS# 2VER931C Modesto, CA. (KMOD) Toll Free: (888) 545-8399 www.VelocityAvionics.com
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I have found a great website www.aviationessentials.net for great savings on all all types of aviaton gear and gadgets. It offers new and used items, please check it out. I am just trying to help my fellow Mooney pilots save $ and fly more. Dan Lindberg 1975 Mooney N292LG -
Does anyone have experience (yet) with the KI 300, as a replacement for the KI 256 on older Mooney's? Can I use it to make myself entirely electric (2000 M20R; the KI 256 is the only thing requiring a vacuum pump). It seems like a reasonable path when the KI 256 needs to be overhauled. Any opinions/experiences? -
Avidyne is excited to announce connectivity with industry-leading app providers ForeFlight and Fltplan Go. This announcement expands Avidyne's connectivity options which include the previously announced MK10 Bluetooth® Keyboard. Initial connectivity will allow iPads with the newly-announced ForeFlight version 7.6 to wirelessly receive and display GPS position and flight plan information from Avidyne's IFD540/440 units running the current v10.1 software. FltPlan Go running on an iPad, Android tablet, and Windows 10 tablet can wirelessly display GPS position and flight plan information from the Avidyne IFD540 or IFD440 running the current v10.1 or later software. Many additional capabilities will be added in a future IFD software release for the IFD540/440.
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The Lucky Strike, my M20C, is equipped with a KX155 with glideslope and a King NDB, in addition to a VFR GPS com. It also has an old KN86 ADF that is inoperable. I plan on using it as an IFR trainer in the Spring (it will also be my IFR traveling machine). I'd like an IFR GPS, but between the box and the installation it just isn't in the cards right now. On the other hand I could replace the inoperable ADF with one that works without spending big money. Should I?
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Avidyne has received STC approval for the MK10 Bluetooth® keyboard. The MK10 Bluetooth Keyboard allows pilots to wirelessly control their panel-mounted IFD440 or IFD540 system. Activation of Bluetooth functionality requires IFD440/IFD540 software Release 10.1.1. Initially, the MK10 will allow remote entry of waypoints and flightplans, plus map range changing, and alpha-numeric data entry. An upcoming release (R10.2) will fully enable all MK10 functions including page and tab selection, Direct TO, and others.” The MK10 will have a retail value of $299. For a limitied time, all customers who register or who have registered on www.MyAvidyne.com will receive the MK10 at no cost. If you own an IFD540 or IFD440 and have not registered at MyAvidyne.com, please do so now so you don't get left out when we begin sending MK10 keyboards.
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Avidyne is happy to announce the approval of Release 10.1.1 software for the IFD540 & IFD440. Release 10.1.1 adds a number of performance improvements and product enhancements to the IFD540 and IFD440, including activation of the integrated Bluetooth® and WiFi capabilities. Release 10.1.1 (R10.1.1) software is a field-loadable upgrade for the IFD540 and IFD440 that enables Bluetooth and WiFi functionality and also includes a number of product improvements and enhancements. Avidyne’s MK10 Bluetooth wireless keyboard is the first device to take advantage of this wireless capability. Avidyne previously announced a Software Developer Kit (SDK) that allows 3rd-party software developers to create applications for smartphones and portable tablet devices using the wireless data streams coming out of the IFD540 and IFD440. With throughput rates of up to 3 Mbps, Bluetooth provides terrific point-to-point connectivity for specific devices and App-based tasks, while WiFi provides a higher-bandwidth connection of up to 65 Mbps for more robust purposes including laptops and browser-based connectivity.
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My first post. I feel privileged as a newbie to join this great community after just buying my first plane, a 1968 M20C (N2971L). The plane got a prebuy inspection at Cole Aviation in Dalton, GA and will come home to Philadelphia (KPNE) after getting some work finished there. The air frame, interior, and paint are in terrific shape, and the 600hr engine seems ok for now. But the panel certainly could be better (pics attached). I'm just finishing my private now (checkride shortly), and this is the plane that I want to do my instrument training in and hopefully be able to keep for many years. I'm looking into a major panel upgrade, and I think my budget and panel space will tolerate the following: Garmin GTN 650, STEC-30 autopilot, JPI 900 engine monitor, Garmin GTX330 w/ES transponder, Garmin GMA 340 audio panel. I also want clean up the haphazard mess of breaker and switch labeling that's there now, maybe add Nulite, and other cosmetic improvements. Can the experienced folks on here give me some guidance on picking a shop and getting the job done? My local options seem to be: 1. Penn Avionics in Brandywine (KOQN)- my closest shop, but just changed owners and reportedly is quite disorganized right now. I contacted them, and they stated that they have temporarily lost their Garmin dealer status and wanted to sell me Bendix avionics instead. 2. Airmods in Robbinsville (N87)- They seem to have a very strong reputation overall as a Mooney Service Center, but I'm not sure how much avionics work they do. They seem interested in the job but they are not an avionics dealer. Can someone school me on how this would work for a certified install? 3. Lancaster Avionics and Henry Weber Aircraft (KLNS)- I have not spoken to them yet, but I think that the panel, engine monitor, and avionics work could be split between the two shops. Does anyone have experience with them? I saw mentioned elsewhere on here that they are reputable but their prices run on the high side. Are there any details that folks feel I should ask about when setting up the job? And anything else that I should get done to the panel specifically? Much obliged!!!
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Hello fellows, I'm looking for m20j Instrument Cluster, Oil and Fuel Transducer and Voltage Regulator. The P/N are bellow: Instrument Cluster - P/N 640281-523 Transducer Amplifier Fuel - P/N 950D0311-001 Transducer Amplifier Oil Pressure - P/N 950D0311-003 Voltage Regulator (28V) - Electrodelta VR802 (or any alternate, Mooney informed me that actual alternate P/N is 940170-501) Regards Tércio -
Hello Gang! I have a Sigma-Tek 5000B-37 attitude indicator and a new 1" vacuum gauge that I want to replace the original AI with. Any helpful hints would be grateful. Some say I need a tilted unit and some say I do not. I also have a EDM 800 JPI that I would like to install where the clock is between the altimeter and the T&Bank. Don't know if it will fit. Thank-you for the help in advance! Ron
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So N6201Y is still in "break in", and ran in to a problem this week - both directions, different days so don't feel like it's a "fluke". Wanted to share here in hopes there might be others experience to add before I start the troubleshooting journey... In the clouds both directions had the circuit breaker "pop" on my G430W (com1/nav1). The KFC 200 was tracking heading/altitude and never missed a beat. No other electrical problems noticed, no other circuit breaker pops, alternator charging normally throughout, no electrical fire "smell" (thank God). Switched to Com2, iPad in the lap really not a major event, though I did divert and land on the "outbound" leg. busted altitude on divert, but maintained com with ATC (did not declare emergency) & shot an ILS off of Nav2 - good training (silver lining) and ended no issue. Weather on the flight was generally "VFR ON TOP" with some buildups in the 20k+, I was cruising at 8k, a couple minor diverts around buildups but not much, went through a few patches of clouds - not towering/cumulonumbus. was rain (I was above except on divert to KDAB) and there were thunderstorms present all more than 50 miles away - Florida in the afternoon. First thought was static electricity since buildups/thunderstorms, even though not in close proximity. Away from home - hopeful for VFR conditions on the way back so no getting involved with troubleshooting immediately (besides had meetings to attend) Flew in VFR conditions for about an hour - no issues, so launched back toward home. About 3/4 of the way back inbound "home" and have same issue - in the clouds,(again - flying through top of a layer that extended from 8-9 to 10, occasionally 12 - I was at 11) this time no rain, no thunderstorms anywhere - circuit breaker pops. smell, wait, reset out of the clouds - good - enter clouds - pops again. Finished out trip with Com/Nav2 & iPad no problems So this weekend will be spent starting the troubleshooting journey... any leads/anecdotes to share are greatly appreciated. to the good the M20J flew at 11k, full throttle x 24k rpm leaned 25 ROP - 9.5 gph 462 NM in 3.0 tach time from tie down to hangar. Still "new to me" and breaking in - the glass panel/avionics upgrade quote is starting to look less "expensive" through this experience (as per prior post - I bought straight airframe/factory new engine + hartzel top prop + aged avionics and negotiated accordingly with plan to upgrade) - the engine and airframe are what I bought and so far so good there. again - thanks for any feedback/insight. -
I removed the RCA RTA 1001 color radar display and radar assembly from my 1980 M20J. At the time of removal the unit would power up, paint color, and the assembly in the wing was fully functional in its rotation up and down and side to side. I know nothing about radar and do not make any representations as to whether is actually paints the weather accurately. What I will say, is that the former owner of the plane was a lawyer, my boss, and a friend who said he used it all of the time. We removed it to make way for a Garmin 396 with XM and shed 30 lbs.. With all of that said, I am looking to sell all or part of it. I have seen just the radar receiver antenna only on ebay for $800.00 and the display for $400. If you are interested, give me an offer. Pictures are posted. The yellow tag is from a previous shop in 1998.
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Unfortunately, most General Aviation accidents are pilot error. Reasons vary from improper pre-flight inspection, poor weather and a lack of IFR training, CFIT, inadequate communication/ planning or something else like fuel management. Luckily, with the advancement of avionics comes a whole new level of safety that can be added to your aircraft. The majority of aircraft in the sky fly with only their outdated stock analog gauges without precise data. The slow walk towards better technology in aviation is impeded by the need of every part being STC'd, insured, proven, tested and eventually maybe even TSO'd to replace the original gauge. The $500.00 bolt that would hold a tail on an aircraft is that price because of the process. When stock gauges break, it's almost a blessing in disguise because a better gauge can be added (or replaced if TSO'd). The EC-1 Primary Replacement for EGT/ CHT is TSO'd for example. With this instrument, it's not a guessing game, instead you get the precise temperature measurements of the cylinder head and exhaust gas. This can help specify if there's a problem and where it's happening. There's even an ASC-5 Altitude Alert Super Clock that can alert the pilot to their specifications, gives OAT, is a super clock that is considered a minor alteration that's IFR capable. This can help alert the pilot from hypoxia and help in poor weather conditions. To completely update an aircraft gauges, an engine management system that is both STC'd and TSO'd. At EMAPA, our experienced pilots and A&Ps work with three manufacturer's of these systems: JP Instruments, Electronics International and Insight Instruments. We only choose to work with systems that we know are proven, tested and efficiently replace stock systems that improve the aircraft. JP Instruments EDM 830 JP Instruments EDM 830 single engine management system is TSO'd and is a Flight Engineer, a Maintenance Manager and a Backup Instrument. Almost all the information needed for a flight is mounted on a clear LED screen that gives more precise, correctly detailed information that also replaces the need for a lot of stock gauges. This cuts down on weight while increasing the value of your aircraft. Electronics International MVP-50P is an Engine Analyzer and Systems Monitor. The MVP-50P monitors dozens of engine and system parameters, programmable red line limits, setup custom inputs, creates interactive checklists, stores flight information, builds flight plans, records/ reviews pertinent data plus more. Insight Instruments' G9 Radial color coded bar graph and digital values can be a Primary Replacement for CHT, EGT and TIT. All of the rest of the data shown is Supplementary. It shows lean of peak and a probe diagnostics screen. We love our aircraft just as much as you do!
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Guys! Need your help again with some issues on my 1989 M20J MSE. Few months ago I had a major electrical failure (you can read here), and now, after lots of avionics repair, we're getting things as they were before, little by little. But still got some annoying troubles: - We had our R1 Eletronics International Tach replaced by a new one, but now we have approx. 30-60 RPM error, for example, at T/O, full power, full high RPM, the tach displays 2730-2740, and once the plane starts rolling, it may rise to 2760. We have no reasons to believe that the prop its really at more than 2700 since with the old R1 it never excedded it, and any adjustment was made at the governor, and we had checked rotational speed with a Tuning Fork (is this the right english term to reffer to it?) and it indicated 2700, full power, full rpm. We had not replaced the mag sensors, though, we are using the old ones. Do you think this could be the problem? - We replaced our Gauge Cluster, but sometimes, when you push PTT (both sides), the oil pressure indication drop till yellow arc. This happens on both radios (GNS430 and KX155), on transmitting modes. It seems to happen with frequencies higher than 130,00 MHz, but I'm not sure of this and if it has anything to do with it. - Our EGT/OAT (B & D P/N 0230-003, Mooney P/N 880001-509) is out of work: I know it gets energized, because it is noticeable when I pull the CB, but it just give wrong indications such as -30°C when the real OAT its like 30°C, and no rise in EGT at all while leaning. - Finally, the interior lights seem to be flashing at very high frequency, slower when the engine is at slower speeds, and higher, when the engine is at higher speeds. During flight its almost imperceptible, but during taxi its quite clear. Some general info: its a 28V system, SN 24-3139. We have replaced the Voltage Regulator and tested it several times in the plane (direct in the VR and with a multimeter through the cig lighter) and it seems pretty steady on the correct range. And at last, but not least, I am (as does the plane) in Brazil, so all of these nice avionics shops you guys indicates here at Mooneyspace are sadly unavailable for me! So, any help will be much appreciated!!! Tércio
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I just did a couple of flights in my '67F model with the newly overhauled Brittain autopilot. How sweet it was! I had way more time to pay attention to navigation and engine management, and even to enjoy the scenery. It made my 3.8 hr and 4.2 hr legs way more relaxing. I had the main control box overhauled only. Make no mistake, I still have a few bugs to work out. It turns right faster than it turns left. And the T & B aileron trim knob is stiff to the point of feeling like I am breaking it off when I turn it. I figure I'll change out the 47 year old T & B and then start working on the servos next. However, once I trimmed out the ailerons and kicked in the autopilot, she held her heading fine within a degree. A big thanks to Kevin at Brittain for the wonderful job he did on re-soldering and replacing the defective main unit components. Life is good. Paul K
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I have a complete VFR setup for sale. All radios come with trays and most wiring. GPS antenna is included as well. Garmin GPS-150XL VFR GPS / Moving Map $900 The GPS-150XL is a very good VFR GPS-only product. If you do not need IFR capability, a COMM transceiver built in to your GPS, or a color display, this is as good as it gets. King KY-97A COMM Transceiver $800 The King KY-97A is a lower-cost King COMM, designed for aircraft with 14 volt electrical systems. The KY-97A is capable of tuning 760 COMM channels. Like the KY-96A, the KY-97A uses an LCD display. (The KY-196 and KY-197 series have the gas discharge display, as well as more power, but at a higher cost.) Garmin GTX-320A Transponder $800 The Garmin GTX-320A is an updated version of the GTX-320. The GTX-320A produces 200 watts of transmission power, offering long range and operation up to 50,000 feet. Plus, the GTX-320A does this without a cavity. As a result, reliability is improved, and no warm-up time is needed before operation.
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I would like to replace the Questair OAT in my window with something easier to read and more accurate. Any suggestions? Is there anything which is FFA-PMA approved?
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The following items were removed, in full working order, from my '67 C model during a panel upgrade a few months ago. First up is a clean Mid-Continent MD40-65 CDI / Annunciator. Next is an Apollo / IIMorrow 2001 NMS GPS. Lastly is an Apollo / IIMorrow Map 360. All items are clean and in good working order and I even have the original owners manual for the GPS and Moving Map. The moving map has the standard map function but also can provide your typical "default nav" page with electronic CDI, ETE, ETA, ground speed, DTK etc... Frankly I wish I'd left it in my plane.. I've attached pictures of all of the above, and hopefully the attachment process works. If you're interested just make me an offer... Thanks!
