Ragsf15e

Depends... the stc for a G5 says it can’t be a required backup, but ask @gsxrpilot and he’ll tell you it can if you go through your local fsdo. Id definitely go the G5 route if possible.

Yeah I was surprised by the lack of mentioning the rpm output in the install manual as well. Should be fine on the right mag though.

So I’m reading through installation instructions and can’t find this exactly, but does tach wire for jpi 930 get switched over to right mag when Surefly is put in left?

You need to be pretty anal about when you check the oil to give yourself a means of comparison. If you come out to the airplane and it hasn’t flown in a week, that’s a reasonable place to check the oil for comparison. Say you fill it to 6, then fly it fir an hour. Check it immediately after landing and it will be at 5. This is not a valid time to say I burn 1 qt/ hour. Check it 48 hours later and it will be 5.5. Still not valid. Check it in a week and you might be right back at 6 or pretty close. It really drains down that slowly. Also, what type of cylinders do you have? Chrome uses more oil. Noticeably more.

I take the full runway too. Whenever possible, I don’t let atc dictate how I fly my airplane. I don’t hold it against you if you like 4,000’ and a quick taxi, but I’ll take all the extra luck/tools I can get if I ever have a problem on takeoff. That’s what I teach my students too, but I tell them to think about it and make their own decision when solo.

Yeah, that makes sense.

Insurance is desired, but not required. Your instructor is gonna want to be protected somehow. A bank will require it if you finance the airplane.

Liability only for now maybe? Parker will have ideas. what about insuring your instructor, then you just fly without it on your solos? no matter what, it’s gonna be expensive to insure for training.

I’m not exactly sure what you mean above, but a G5 cannot provide a certified waas source for an adsb transponder. Now if that transponder has its own Waas gps,that would be fine (ie gtx345 with gps). Can a gtx 335 have its own waas gps in it?

There’s a leveling procedure in the install manual to set it, but otherwise it’s not adjustable... unless you go into the setup mode and adjust what they did or didn’t do during installation.

G5 is not an approved waas source. Got an ifr waas navigator in the panel?

As Mike said, either/or. I use Garmin’s service now too as it’s slightly cheaper and I get the whole US instead of just the western US for that slightly cheaper price. Expect the data card transfer device to cost $60ish. If you want a Jepp transfer device, pm me, I’ll send it to you half price, however, I’d recommend just buying the garmin one. The garmin transfer device only works with garmin, the jepp only works with jepp. It’s pretty silly.

Not sure if it’s wired differently, but even with the master off, you can have a hot mag(s) with the key in. I would think that mag switch is the same. I.e. you could turn off the master in flight and the engine will keep running. We have a similar but less elegant setup on a trainer that I teach in sometimes and it’s pretty easy to miss the mag switches. I have seen the airplane moved with a towbar with them on.

Honestly, I’d have one more concern... not getting them both off after shutdown. I really like the idea of the mag switches and push to start, but a hot mag scares me. I think it’s just slightly more difficult to forget to turn the key off and remove it. Even with that, you could still end up with a hot mag if they aren’t grounded. Be careful with the prop when you’re moving the airplane!

My input is close to useless because I’ve got a jpi 930 not the original gauge like yours, but generally, voltage is reading at the bus.

The guys above nailed it. You likely have voltage drop at an old and/or corroded connection. Start with the battery, then bus, then voltage reg, etc. Move through the system and find the drops. Also, this should be tested with master on, but engine off. I’m really curious how you got 14v at the battery? Should be like 12.5ish. Maybe a bit higher for the first few minutes after turning on the master, but it shouldn’t read 14v.

Oat and tas are on the adi. I believe winds are shown on the hsi.

Awesome article. However, @M20Doc isn’t gonna like this from page 59....

Yeah, that's real nice. I do like the OAT, wind and TAS display right there. Just can't bring myself to stick another OAT probe on the airplane. Look like a porcupine. You must have a GFC500 autopilot? The display at the top looks like a mini G1000 autopilot bar.

So did you get the DER to approve an Ovation cowling on there or is that from a J? Im really hoping The new “Sabre Cowl” works out because I’d eventually like to spruce up my 68F too. The rest of it can be done with the right people and enough $$, but the cowl seems like an easy place to get stuck trying to find a salvage J and then get it approved.

Unfortunately it doesn’t “flow through” to the G5. That would be nice and seems possible, but no such luck. I will have the same situation as you where the data is consolidated on my gns430.

Needs a GAD13 and a temperature probe. I am getting my 2xG5s next month, but opted not to do the gad 13 for now. Already have a temp probe for my JPI and can manually enter data in the gns430 to get the tas & winds. That being said, it would be a nice thing to have displayed. The GAD and temp probe is on the order of $400. Install gotta be a few hours. Call it $600-$800 installed but just a guess.

Thanks! It does look brass colored, but much better to be precise in your words!

Big brass thing right behind your airspeed indicator. Pitot lines attached.

And if it doesn’t, it will narrow down the culprits. And for only a few AMUs, a relative bargain! Old electrical systems can have weird problems where resistance builds.