Ragsf15e

I guess I was think about the required aiding for their attitude source - internal gps, panel gps, pitot, no aiding? I.e. do they require gps or pitot input like G5s?

Any idea what requirements their ahrs has for aiding?

I have a 930 in my panel and it has worked well. Personally, I’d prefer a Garmin eis, but not so much I’m going to change. The jpi is fine, but their customer service is marginal and there are lots of little idiosyncrasies with their products that affect some of us. I’ve spent a lit of time troubleshooting wobbly oil pressure, manifold pressure, etc. They just refer you to an engineering company website and tell you to buy a snubber. I want to believe Garmin has more time and money to sort out the little stuff. It would give me pause to have everything on one screen, but then if you have 2, there are twice as many chances for one of them to go. Any chance you’d do a g3x 7” as a dedicated eis/mfd?

I don’t think it brings anything at this point. I think he just wanted to know if a small intake leak like that can be seen. I don’t see it.

You will have to contact a couple engine shops and weigh your options. It can definitely be done for less than overhaul if you decide to go that route, but as noted, it’s coming off and apart. How old is the engine in years?

I suspect you’ll have to do a good wingover or something more aerobatic to tumble it, but it would be nice to know. I wonder if there are YouTube videos of it?

Or the switch is bad. Or it’s something else completely and intermittent things are a real bugger!

They can be welded. I believe the company is called Divco, but your engine shop will know. How’d you discover it?

It’s awesome that it works in 90 degrees of bank.

Here you go, not sure if you'll see anything. There are 3 screen shots - taxi to maintenance before fixing it, taxi back to the hangar, and leaning in flight on the last flight before maint. I suspect if there's anything to see it's in the taxi since the MP is pulled way back. I couldn't see anything. Taxi Before: Taxi After: Leaning In Flight:

As doc mentioned, the gasket was dried out. No cracks, so that’s good. We did lap the flange, so it’s square. How come nobody told me how much of a PIA it was going to be to access the back bolt on the riser?! Wtf?! It took unhooking the oil return, loosening all the metal baffles and prying them back and then shoving a socket up there! #1 would have been much easier. Carusam, ill try to post some egt data, but I don’t think you’ll see it.

Stupid question-why does this thing work without gps or pitot inputs while a g5 doesn’t? Normal question... is the “esn-100” the big/expensive battery pack it needs? Would be nice if it was part of the unit.

I’ve been wanting to do that as well but haven’t figured out an acceptable way to “lose” pitot input.

I don’t think there’s any way to make something completely fault proof for ifr flight, but Ive thought a little about my absolute minimum needs to get the airplane down safely without significant luck... I thought about it in terms of Aviate, Navigate, Communicate. 1. I once thought my 2x G5s covered this, but now? I think having a vacuum or battery backup gyro in the panel is better. You could get away with a Dynon “pocket panel” or possibly even a stratus to ipad, but I like the certified gyro. At least with an ADI, I can keep the clean side up or “aviate”. 2. I believe I could successfully navigate with my ipad or phone on its internal gps, even on a non precision approach. 3. Finally I would prefer an “emer” avionics switch that jumps radio 2 to the battery so I could share my troubles with atc (and get help - weather, vectors, pireps, whatever). I thought the G5s backing each other up with 4 hour battery packs was solid for Aviate. I keep 2 phones and an ipad charged, so that’s good for Navigate. I don’t want to rewire my airplane, so I settle for a portable (and likely useless) radio in my flight bag for Communicate. Even with a brand new glass panel, you could install an rc allen with battery backup. You’d likely cover 99% of possible issues. No connection to anything else, no software, old technology.

Not sure, however, no battery backup, so if the electrical failure scenario happens, no g3x.

I guess nothing is completely bulletproof, but it sure would be nice to have completely thought through failure sequences and publish it. I don’t mean double or triple failures, but pitot ice and gps failure can happen with just a loss of power. For G5s, that also takes out the electric turn coordinator. GI275s may not even have a separate TC. Maybe you have 30 minutes of ships battery, maybe not. If the electric ahrs are that reliant on gps/pitot input and completely fail without, I’d like to have known that. That kind of info could possibly have kept an electric gyro adi (rc allen) or at least mount the antenna to the G5 itself. Honestly, the more I think about it, an external antenna for the G5 should probably be required in IFR installations. It can still get nav information from the panel gps, but it can maintain ahrs function with its own self contained gps.

Has the gi-275 ahrs failure on the other thread made you rethink anything? Are you going to install an antenna just for the G5 or -275 backup in case you lose power in the weather? Personally I don’t feel as comfortable as I did before realizing that they completely crap out without pitot or gps. I guess I should have realized that before. I’m trying to find a way to hook up an external antenna to my hsi g5 and leave that gps enabled.

Yep, thanks Doc. Hoping to get it in tomorrow with my mechanic. That cylinder/intake connection have always had a little “seepage” the whole time I’ve had the airplane. We had two gaskets on for a while and it helped. Right now the gasket looks compressed/pinched-in right behind the oil line where you can’t see.

So before your intake riser came off, did it look like this? The injector above is dry and clean, I think this is coming out the intake gasket. My gami spread is great, but it seems there’s an intake leak here?

Do they know how a gps feed issue caused the airspeed to fail too? Isn’t that straight from the pitot?

It is called a “glare shield antenna” in the certified g5 install guide. In the experimental installation manual they give some basic antenna specs and tell you to use what works...

Fair enough, and I’m pretty sure any reasonable antenna will work, but the G5 install manual only specifies one antenna for certified. Just depends how closely you want to follow it. I will have to dig around for the cable, but I have an extra antenna on the roof and cable that is looped and secured somewhere in the cockpit... I’d like to give it a try.

It seems you are correct about the internal antenna... it’s barely functional. My G5s can see sky pretty well except for the dash cover and neither got really good reception, although they both achieved a fix. For a minute the top one flickered to green with an “ok” check mark but it went away. they see enough satellites but signal strength is low. Some type of external antenna is required. For the exp version they leave the antenna type wide open, but I think there’s only one approved antenna for the certified version. Ugh.

Interesting. Is it the same size and connection? I didn’t even realize there was a new vs old style 930 until recently, but mine was installed in 2012, so I’d guess it’s old? I tried a “new” RAD in 2014. Did you get yours more recently?

I recently contacted them about an issue with my 930. They wanted to try a software fix first, but they had me put in an rma as well and then emailed me the software and instructions. It didn’t fix my issue, but that seems to be their method of getting your info. Not the same as your remote light, but I’ve had trouble with the RAD on my 930 the whole time I’ve had it. I replaced it once with no effect and the unit was back at jpi once. It usually displays rpm and mp, but when there’s an alert, it goes blank instead of showing it. Seems software ish, but I’ve given up trying to work that one.