Ragsf15e

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.

Unfortunately, I don’t think it’s set up like that, but it seems maybe it should be. I think I’m going to test mine with an older Garmin antenna Ive had on the airplane from the last owner, but it’s never been plugged into anything.

I have no proof, so there’s that... However the installation manual for the experimental version refers to the “internal antenna” for the G5. It goes on to say that you can use the internal antenna as long as you verify reception under the panel or you can use an external antenna or panel mounted gps. The experimental and certified G5s are the same, right? From the intall manual (experimental): “The G5 can receive GPS position information using the unit's internal antenna or by connecting an external antenna. It is recommended to verify the ability of the G5 to receive GPS information via the unit's internal antenna as GPS reception quality is dependent upon the installation (see Section 8.4.13.1 GPS Reception). The G5 will share GPS information with any connected GDU 37X/4XX.”

I’m definitely thinking of it now too... however, I cycled my HSI G5 to its internal gps with the 430w off and it picked up gps...

So if I lose electrical power in the soup, my battery backup G5s will still have power, but I’ll auger in with a big red X on them because my GPS input will drop and my pitot will ice up with no heat. Great.

I have a reasonable relationship with my normal mechanic and trust his engine related judgment. He’s no Mooney expert though (Cirrus). He is responsive and does my annuals. However, last annual he pointed out some work he didn’t really want to do, but thought it needed done (scraping some peeling paint, cleaning surface corrosion, painting). So in January, I scheduled an appointment with a well known, fairly well regarded shop that said they could do it. I called twice between January and now to discuss expectations. I was initially told about 1 week, maybe slightly longer. I dropped off the airplane at 9:00am on the promised Monday. By Thursday I got a call that the airplane wasn’t even in the hangar yet and they wouldn’t start until Thursday afternoon at the earliest. I told them not to touch it. I’ll come pick it up as is. 5 hours each way in a rental car while it sat outside in the rain instead of in my hangar. Do I expect too much to get started within a day of promised?

are you gonna try contacting Garmin or maybe through Trek on BT?

I don’t doubt that this is part of the issue, but they shouldn’t fail on loss of airspeed. They also have groundspeed input. Since the old aspens which did fail on loss of airspeed, designers have avoided that due to the possibility of pito tube ice.

Maybe, but I suspect it’s some kind of software issue. Be nice to hear from Garmin on this.

That was the case with old Aspen models. Not the case with newer ones or the garmins. The G5s use gps for Ahrs correction but continue in a “degraded” mode if it’s lost. I have turned off my gps in flight and flew around with no noticeable degradation.

Instead of GEG, use SFF in Spokane. It’s cheaper, closer to town and historic. It has a restaurant and GA services. I’m based there. GEG is just airliners and an expensive Signature. If you want to do approaches there it’s fine but I wouldn’t stop at signature. From SFF, ground can give you a squawk code and freq for flight following with Spokane approach (SFF is under the GEG/Fairchild AFB class C). I usually go ~SFF-EAT-BFI if I’m vfr. Easily done at 11,500’ in my F. Fully loaded isn’t a problem. Spectacular views of Mt Rainer. If you want to go with lower rocks, follow V2 from ELN. If you’re landing at BFI, it’s spitting distance to KRNT and KSEA. It’s real busy. Vfr is a bit confusing into BFI but can be done. I highly recommend asking to enter the class B instead of going below which is where they will try to push you. IFR into BFI is much easier. AWO is a nice GA field to the north with a restaurant.