Ragsf15e

Those things were awesome! Notice he didn’t do any turning, loops, nothing. That thing was faster than a bullet in a straight line though!

Yeah I agree. I saw the space shuttle land at edwards when i was a kid and the double boom was loud but definitely not breaking windows. I’m guessing you need a large aircraft flying very low to really do it.

Bob, that’s awesome, thanks so much for sharing your expertise!

Better lucky than good!

Definitely a consideration, but I’ve got ~3.5 years and 300 hours so far. I’m sticking with just the one though…

Mine is not in the wing, but in the tail cone behind the battery. However, it’s on a shelf well up and pretty far behind the battery and the avionics. Seems like either the factory location (outer wing area) or tail can work if they’re careful.

A little frustrating, but here’s the clarification. They basically want to use a gae12 to bypass the part of their system that doesn’t always work right? Seems strange to me? Unfortunately that entails accessing the back of the transponder, new static line and static checks. “There is an issue specifically with the GAD 29 and GTX interface that can be intermittent in some installations and the installation of the GAE 12 is the corrective action for this. if you have them contact me I will send them a GAE 12 at no cost.”

One of my buddies accidentally did one of these sonic boom “tests” over atlanta around y2k (2000) in an F-15E. Was hilarious, but not for the crew who got in big trouble! They were at FL480 going from Oklahoma to the depot outside Atlanta. Since the jet was going to depot, it was completely stripped of all external (and conformal) fuel tanks, bomb racks, etc. It was very fast. So they we’re trying to get mach 2 which was legal at high altitude back then. Sort of. Anyway, they were doing 20 miles a minute at FL480, full afterburner and 1.95 mach when Atlanta center started giving them step downs because they were quickly approaching their destination. Then they got an altitude restriction below FL200 by 40 west of Atlanta. They started down in full afterburner and quickly gave up as they realized they might not make the descent. Throwing the throttles to idle didn’t seem to help… forgot that the engines would protect themselves at that speed by only reducing to full military power. Speed brake? Nope, not above 450Kias! Zero drag, mach 1.5, no way to slow down further, and right over Atlanta in the upper teens. It was in the newspaper the next day. The Air Force chief of staff was briefed on it and our commander got a call from the pentagon before the two lieutenants were even at the Atlanta airport to come home and the fastest they saw was 1.98!

Angel, I have the exact setup you mentioned above (G5s, gad29, gtx 345). Altitude is fed to the -345 via A429 from the gad29. I have been having intermittent pressure altitude failure. Garmin says there is a problem with communication between the gad and gtx. They want me to install a gae12 and static line to the gtx instead of getting altitude via the arinc429. Have you heard of this kind of communication issues? It had been working fine for a couple years.

They use to do them at Advanced in kttd, but I heard he doesn’t do full seals anymore. He probably knows who does though, and Greg is good to talk to there.

That’s pretty normal for the battery minder display. It’s kind of misleading as its not an indicator of battery health.

I didn’t realize the 28v systems did that. My 12v system seems to be at 14v down to 1000rpm or less. After start I don’t notice it drop off at all. I wonder if it’s just a difference between 14v and 28v? I do have a newish alternator and zef vr.

I wouldn’t throw parts at an electrical problem. A little bit of troubleshooting with a digital voltmeter will narrow it down. Could be lots of things. Possibly want to start by checking actual voltage at the cig lighter to see if it’s really low at 1000 rpm and not low above that.

Yeah, if your plane starts fine now, it won’t change much, however, it makes your current starting process work a little better/quicker/more reliably.

They published a graph before it was faa approved, but the advance is driven both by map and rpm, so at your idle on the ground (lower rpm), no advance. At cruise, with rpm above about 2000, it will begin to advance somewhere around 6-8000’ if you leave wide open throttle. The graphs are no longer published. I am based in Washington and fly high for terrain as well, and I definitely like it. I did add a few knots when running lop. Rop it’s not really that noticeable.

I have one on my F model installed right after they were approved. I would do it again, however, I personally wouldn’t do both mags, only one, and do the left (starting) mag, not the right one. It will start easier, but not dramatically easier than a well set up engine. It has been totally maintenance free (k.o.w). There is some measurable improvement in speed or fuel burn at higher altitudes , especially lean of peak, but it’s maybe 1 or 2 knots, so barely measurable. I posted graphs before and after installing a couple years ago. The most difficult part of installation was removing the interior and running a power wire from the battery directly to the SF. I did that part, my mechanic installed and setup the unit following the directions. He said it was pretty easy. Since then it’s been almost exactly 50rpm drop on mag check and smooth. I did not have to do the rpm bit you mentioned as mine works perfectly with my jpi (or my mechanic moved it to the right mag). You also might need a new harness as it requires a slick harness. Use a “Maggie harness” if you need to buy just that half. You may notice a slightly warmer running engine above about 8000’, but mine stays ~370chts rop or ~330chts lop and you should have even better cooling in your J. Below about 7-8000’ it doesn’t advance the timing so no changes there. Also, if there’s some reason you don’t like how it runs with advanced timing (I dont know why), you could set it to fixed pretty easily. in my opinion, it’s worth it just for the maintenance free aspect, performance enhancements are a bonus. ask away.

Awesome, thanks. I’ll talk to them both. I also like Hillsboro aviation in Hillsboro, but I haven’t had them do avionics yet.

I wrote back and got a much more satisfying answer. It seemed that they had some idea of what was causing it by the way tgey answered, and I wanted to know if this was something that could get worse quickly- needs fixed now or could possibly just wait for a convenient time. I fly a reasonable amount of ifr and into/out of class b/c. While not terrible, I’d hope to avoid a problem with my transponder. Anyway, they wrote back that it’s a problem with the gae 12. When I work with a dealer, they’ll send a replacement. Now to find someone to fix it. Western AC at Felts field went out of business.

So this has happened probably 6 times in 40 hours. Never more than once per flight. I wrote Garmin support to ask about it. There’s no Garmin dealer easily available to me. Here’s what I got back. It seems like they have an idea but want to keep a secret? Frustrating. “Drew, Thank you for contacting Garmin International. What dealer are you working with in your area? If you could have them call in and ask for me and I will be able to direct them on a fix for the issue you are having.” What if I was experimental? I didn’t say i was going to fix it myself regardless of rules? Id just like to understand the nature of the issue before I start a wild goose chase with some dealer I have no relationship with? @PT20J have you had better luck? Drew Best Regards,

I had a similar timing change as @EricJ described after having my mag oh. Recheck timing helped. One other thought is that (maybe) it’s hotter now than when you did this earlier (25 hours ago) and the density altitude is different. Try leaning a little, slightly less than full rich, for your mag check and see if it smooths out. Impossible to hurt anything at that low power setting as long as you don’t run it so long it gets warm chts, so you can play with it a little.

I breezed through the manual, but it seems there are relatively strict testing and/or replacement requirements on your standby battery.

Welcome to MS! Sometimes these kind of intermittent failures are the hardest to solve! The cb may indeed be bad, however, that’s a weird one to fail. Have you tested the gear warning system to see if it works? At altitude, with gear up, pull throttle to idle. You should get a gear warning horn. There’s a switch that activates when the throttle is around 13” or less.

Again, I’m only an internet mechanic, but if the gear actually went up and down as you put the switch up and down, it’s not the airspeed switch. That failing causes the gear not to come up at all. Also, it’s very unlikely that the gear actually hit the airframe, and that would very likely cause a popped gear actuator circuit breaker. So you’re looking at the throttle switch or the limit switches. @PT20J probably has the electrical diagram memorized, but can the limit switches trigger the gear alarm or is it only triggered by the throttle switch? You see, I had this same failure happen (admittedly on a much older F model), and it was fixed with some lps 1 and exercising the throttle switch…

My terribly uneducated guess… throttle gear warning switch. Free on the internet.

Obviously you need a swing check on the ground, and @EricJand @N201MKTurbo are way smarter than me on this, but i think you’d blow the gear actuator cb if the gear hit something short of retraction… I’m guessing you have a different problem… but then I trust the other guys too, so…