Ragsf15e

Instead of cut pvc, my mechanic uses a piece of 90 degree bent aluminum, maybe 3 feet long. It’s thin and relatively flexible so you can manipulate it a bit to get it under the filter. Sides are maybe an inch or 2 wide. No mess!

Maybe you’re right and they got rid of that restriction because there’s plenty of threads on it on the internet, but I don’t see the restrictions in the “limitations “ Section of the install manual anymore.

I don’t think so. Maybe it’s changed in Rev 69.xx, but the G5 installation manual says it can’t be used as a required backup attitude indicator. I just used Aspen as an example.

Yeah it’s strange how a G5 can be primary by itself and backup for a G3x, but it can’t be a required backup for other systems (single screen Aspen).

Probably. I was just starting to think the same thing…

Skip, if someone wanted too, could they use 2xG3x, both having an ahrs? Say like 2 7” ones but both adhrs?

I guess I’d like to see the certification guidelines because the battery you’re talking about powers an essential bus with several items on it, not specifically the PFD. From the airplanes Ive seen with g1000, there’s always a backup ADI with its own integral battery or a vacuum driven backup. The g1000 in the Meridian I fly has multiple sources of power as well, from different buses and yet there’s still that battery powered Aspen sitting next to it.

What powers the essential bus during a total electrical failure? I agree with your single ahrs issue, but even systems with multiple ahrs (mine has 2), still need a backup adi with it’s own internal power.

Yeah that’s what I meant. Sometimes I write stuff and think it’s perfectly clear to everyone exactly what I meant, but it’s only perfectly clear inside my own head, and even then…

It doesn’t have a backup battery for the g1000. Only the ship’s battery. There is an emer bus, but if the poop hits the fan and your electrical system fails, no pieces of the g1000 have their own internal battery. Only the Aspen has that. While that’s a remote possibility, I bet it’s a certification requirement. All the G1000 airplanes I’ve seen have an ADI backup with their own power or vacuum system.

Now Skip, I know you meant emergency “extension”, not “retraction”! If the gear is stuck down (and locked), I’m much happier (and it’s not an emergency) than if it’s stuck up!

Real answer is total electrical failure. Yes you’ve got a robust solution with dual batteries and the alternator, but you need a backup ADI that can function without any power. G5 or GI275 both have battery backup. G3x doesn’t. Even the 3 screen G1000 with gen, alternator, and battery I fly for work has an Aspen as the backup because the Aspen is backed up by it’s own internal battery.

These seem reasonable, but you should typically see 0 in cruise. If I suddenly saw a significant change from that, say more than about 20 (especially with the heat on), I’d be terminating the flight. I’d know something changed for the worse. I guess I’d consider your numbers reasonably safe from a human health perspective, but you can probably use lower numbers for an airplane health perspective.

I guess I think the airlines will put new RAs in the old airplanes if they find some are susceptible and pass the costs to the customers.

The pilots and passengers. The families. The airline and their insurance. While I agree with going slow and making sure we don’t do something dumb, we’re going to use that spectrum. If it’s now or maybe in a year or maybe two. Maybe they figure out airliners built before 2000 are susceptible? Older RAs? Fine, Standard ILS mins without an RA. Anything newer deemed compliant, continues ops normal. Without causing an accident, the economics will eventually fix the problem if there is one.

That’s awesome! I’d have him right there too!

Yep, definitely agree, it’s about changes from your baseline. I had a totally disconnected exhaust riser and the level went up, but by itself wasn’t really worrying in flight (my firewall is well sealed?). But my normal cruise had been 0. And it had doubled on the ground. It was the change that had me taking off the cowling and looking close.

Mine is ok in hi trk, but I prefer lo trk just for the more subtle changes it makes even if it can get slightly further off track. When shooting “real approaches” in the weather, I only use it past the faf about half the time because it feels weird to be manually controlling the descent (typically just with trim) and letting the autopilot control track. My mind wants full autopilot or none. thanks again for sharing details of the adjustment!

Options: 1. Aircraft Quality Instruments overhaul 2. Buy a used one online 3. Install a G5 or GI275 #2, I’d probably only do if you only fly vfr as you’ll have an unknown history on the ADI, but it’s cheap. #3 is likely most reliable, digital ahrs, possibly get rid of the vacuum system. Most expensive. #1 middle of the range for quality and price.

I for one think you should video it and post it here so we can all learn!

These guys are also an option. I have the older version that works with 3g and it’s awesome. The newer version is a cheap subscription, but you don’t have to deal with sim cards which is nice. It’s 5g compatible too. https://www.isocket.us/order/

Nice panel! What the heck is this?!

Awesome job actually doing it guys! Was it really just hidden behind the bottom right mounting screw? What type of tool did you use for the adjustment?

I hate the extra drive, but individual hangar and better approaches suits your mission much better. 2500’ is doable, but certainly more challenging at night with no straight in approach. I personally wouldn’t do that.

Another good reason to use a quality detector. Home ones won’t detect at that level. from OSHA website: What are the OSHA standards for CO exposure? • The OSHA PEL for CO is 50 parts per million (ppm). OSHA standards prohibit worker exposure to more than 50 parts of CO gas per million parts of air averaged during an 8-hour time period. • The 8-hour PEL for CO in maritime operations is also 50 ppm. Maritime workers, however, must be removed from exposure if the CO concentration in the atmosphere exceeds 100 ppm. The peak CO level for employees engaged in Ro-Ro operations (roll-on roll- off operations during cargo loading and unloading) is 200 ppm.