carusoam Posted August 1, 2019 Report Posted August 1, 2019 Notes on 100nm commutes... They are the same as 900nm trips... just take a little longer. Engine challenges most often occur on T/O... helps to have an engine monitor... Weather changes frequently... you can cross a cold front in a 100 mile commute... Clouds can set in, fog can arise.... thunderstorms and afternoons go together... The morning commute may work out well... the afternoon commute may fall apart quickly... The least expensive tool for the job? You may want to re-consider that as you gain more experience... Some Mooneys are more skilled than others... Some locations are more VFR than others... Some seasons are less VFR than others... Mixing GA with work can be really good... start working on a few different plans B. Try to avoid pressing into a bad situation... Best regards, -a-
Newowner Posted August 1, 2019 Author Report Posted August 1, 2019 Thanks Carusoam. I’m in California and most of the time WX is ok year around. I agree about engine monitor and that’s the first on my to add list. Still recovering after cash payment for the airplane. I guess I’ll do one step at the time. Sent from my iPhone using Tapatalk
carusoam Posted August 1, 2019 Report Posted August 1, 2019 The gods of aviation won’t allow you to put your guard down. Plan a healthy dose of maintenance, some upgrades, and some continuous training... the typical route of many MSers... Even for the 100nm jaunt... A Mooney is a great airplane for that distance... compared to driving. Tools are good... but they can’t be used to cover certain events... Look into Ceis fuel gauges to go with that engine monitor... VFR Pilots are at a high risk of running out of fuel... and running into IMC... Work all that into your plan... PP thoughts only, not a CFI.... Best regards, -a-
kortopates Posted August 1, 2019 Report Posted August 1, 2019 (edited) As a pilot I prefer the EDM 900 because its the perfectly sized for our Mooney panels and I can place it in my immediate view, between my glass panel and radio stack. But if you are willing to do a full panel redo, you can do similarly with the larger MVP-50 or EDM 930. But as mentioned most will be end up with the larger sized units at the far right which is a bit out of sight except for the alarm annunciators that will be close to your instruments. But the size of the unit and were and how you place is pretty much personal choice and opinion. As far as functionality goes, when it come too engine monitor capability all three of these are super good and do everything you need to not only monitor your engine but also diagnose engine issues. The 930 is just bigger than the 900 but the MVP adds a bunch of things that essentially allow you to replace a mooney annunciator as it includes gear position and frankly a host of things like this that are superfluous to engine management and are redundant with what you already have. But some get excited about it. But the extra data recording has little value in my opinion yet adds considerable expense; especially to install. But in the end with respect to data logging for diagnostic value, all of these approved for primary units do an equally good job as long as you have them interfaced to a GPS and get a full set of engine sensors. The only real significant difference between JPI and EI you should be aware is that the EI CHT probes indicate ~30F less than the JPI probes. Lastly the EI CGR 30P & C are really for those with very limited panel space or just want to fill existing holes. But it ends up getting messy IMO when you end up installing 2 master annunciators and caution lights for a pair of these going the dual C & P route. Edited August 1, 2019 by kortopates 3
Oldguy Posted August 1, 2019 Report Posted August 1, 2019 18 hours ago, jetdriven said: This year I finally bought an engine monitir but I got the 830. I prefer the 900 but there’s physically no space on my airplane on the left side to put it without re-cutting the panel. Then it goes from a $2000 job to over 4 so there was that. Byron, where are you mounting the 830? Both the 830 and 900 use a 3 1/8" hole to mount, and the 900 is less than 1/2" larger on each side than the 830. The 900 also has a warning light so it can be mounted out from in front of the pilot. I am only asking as I put in the 830, used it for about 3 years and am now in the midst of replacing it with a 900. Heel marks on my tail for not doing the 900 initially as I am putting it right where I have the 830. 1
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