Ragsf15e

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.

I agree, however, do you think pulling the breaker would cut their communication? They both have battery backup.

They’ve got gps trk on the heading at the bottom. They seem to be tied into gps. Actually, that’s probably an installation requirement like it is for the G5s, although they continue to work without it.

Probably not much help since I’ve got a 68 F, but yeah, mine does exactly what you described. I even had the cowl flaps tightened up with new hardware because I thought they might be part of it. No change. I thought about the prop balance too but had the same questions as you.

Ha! That’s awesome. It is nice to have a backup. My stec 30 and my GTX345 ahrs are mine... the stec 30 is a reasonable backup since it’s rate based. At least it’ll keep the wings level until you can find vmc.

You sure your -345 has the internal gps? Mine doesn’t. The model with gps costs more, so did you really opt for that if you already had a waas gps? It will still output your transponder code which could be used by flightaware for position.

Or loose plug wires. Check all the plugs. Id listen to it on a mag check to see if it changes, that should narrow it down if it’s mags or plugs.

I have an F and I’d keep the Ram air. 6 years with no expense yet which means next month I’m probably SOL.

Curious, and just for future reference in this thread, which special tools are needed to pull the old ones and insert new?

Try turning off the gps sometime and fly around for a little while. Probably worth knowing if it’s substantially degraded (which I doubt since they had to try that in certification). I did that with my G5s and didn’t notice any issues.

Mcfarlane can build them as described above. Or, buy them by part number through an MSC (like Lasar). Either way, mcfarlane will be the manufacturer.

Well sheesh, what about when we’re all in a car together? Or maybe we can fly ourselves but send the misses and the kids on the train? I don’t mean to be flippant, but once we’ve decided flying is safe enough for us to travel and (possibly) convinced our wives as well, leaving the kids at home because it’s not wise to have us all together seems like we were wrong in the first place?