Ragsf15e

Does anyone have a new one they’re willing to part with or know where I could get one? All the normal places have been out a long time. I’m trying to replace the 1 massive I had to put in last year when we found a bad plug and ran into same supply issues. Annual starts 23 Jan. Weird that we’re still having supply problems?

Curious why you want it gone? It works pretty well on my 68F. I see ~.75 mp increase with it open and a couple extra knots. Very low maintenance. Do you have the stock intake and filter?

So it seems those of us with really old SW are the only ones likely to have the issue. On a second note, do you have a direct (fast) connection to Garmin support?!

Do you know how old your sw is? Mine is going to get updated later this week to ver 8. We’ll see if that solves it.

Usually aircraft agreements lets the seller keep earnest money if the buyer backs out due to issues that are not determined to be “airworthiness” by the inspector. All the little things are on the buyer. Airworthiness issues on the seller. In the OP’s case, it wasn’t airworthiness, just older bladders. The buyer could have known that from logbooks. If there had been earnest money, I’d have expected the seller to keep it.

I also had my seat do that on a ‘68F. I had a local mechanic carefully take apart the seat and install a doubler on the broken piece. Good as new.

No, the experimental version doesn’t need the same level (or any) faa approval. Certified version does.

While it’s not clear on their website, that appears to be the experimental software. Geez, shouldn’t be this complicated?!

I’ll add one last thing if we’re doing a little Garmin bashing (although my G5s have been great). Shouldn’t the error message on the unit exactly match the error message in the pilots guide? I was in the aircraft, planning to fly. I saw the error, so I pulled out my pilot’s guide and flight manual insert to look up the error. Unfortunately, it doesn’t exist? In fact, “IGRF” isn’t in any error according to the pilots guide. The one on my G5 screen vs the one in the manual below. I think they are the same error, but they should be identical, no?

Might be nice to have included a reference to IGRF in the version notes too if we’re all (ok, those of us delaying updates) going to be popping an error…

One data point… if you cut power to the gmu-11, you get track as you indicated… however, I have the internal g5 gps on. With no gps or gmu-11 available, I suspect the heading block is Red X. True heading seems strange…

Seems we don’t need a shop either. I’m gonna try updating it this weekend from the software on garmins website and see if that gives it a new magnetic reference.

What did they work on during the annual? That’s where I’d look if it was working before… adjust gear tension? Take apart gear motor for lube? Etc

Yes, it did seem like other systems (G3X) updated through a navdata update, but the G5 doesn't have navdata as far as I know, so I think the only thing to do is a SW update? I was a little confused on the website because it didn't address G5s specifically.

See picture below. I saw this today for the first time (possibly due to the new year?). Small exclamation mark sign, menu button, then this message. I tried to research on Garmins website, but I only found information for updating the G1000 and G3X. G3X automatically updates with a navdata update. I’m pretty sure updating to the newest G5 software version updates the IGRF (and I have 4 year old G5 software), but I’ve always been skeptical of updating something that’s working perfectly… and yes, because I know you’ll look, I was going very slow. We were sightseeing!

He’s always been pretty reasonable with advice and good with his maintenance. They are antique aircraft, so keep that in mind. Each is a little different. Don has maintained a solid reputation for a long time though. If there was one place to have your aircraft, that’s it.

There is a measurement in the maintenance manual. Maybe for a newer year than yours?

Maybe the ones with the “tiny balls”weren’t so bad after all?!

Possibly it does underperform…it’s slower than a TBM. However it only has 1 engine compared to 2 on other light jets and it has the chute which nothing else has in that class. Nevermind that light jets shouldn’t really need a chute…

Be real care With the ram air “rubber” duct when messing with the bottom cowl. Those are not available if you put a hole in it which is surprisingly easy. They could be a grounding item depending on the creativity of your IA.

I wonder if there’s a lot of difference in the “bulbous” part of the nose gear door. I’ve disconnected mine and it’s still in the way. I need to disconnect it and push it closed, but it hits the nose gear before I have room for a normal screwdriver. I use one of these, but it’s still a little work… and reconnecting the nose gear door is a PIA for such a little part. On jacks with the gear up is like heaven!

Look back through your logs. We had a thread about a year ago where someone had a leak at the fuel selector drain and took it to DMax. Apparently the drain parts aren’t available, so Dmax was able to use a standard wing drain as you are describing. Maybe yours is modified like that. Should be in the airframe log. Its also a good idea to learn about your airplane by exploring… take that panel off and have a look. Just be careful with the screws along the nose gear door as they are hard to get out without scratching the nose gear.

I also fly a FIKI airplane in the northwest. There are a couple of things to consider depending on your aircraft capabilities that I use to help pick cruise altitudes and “outs” for a descent… I find the temp vs altitude charts very informative. According to the ifr flying handbook, it’s possible to get ice above 0 C, but I have found that very unlikely. I usually use the freezing level as my lower bound for ice. I want to know if I can decend below freezing but above the MEA. In the Seattle area you can sometimes also get above possible ice by getting to an altitude below -20 C. If you have a turbo, try to cruise higher than this when possible. especially if you think you’ll be in the clouds. Ice is very unlikely this cold. Even in the Seattle class B, I’ve found ATC very accommodating when I’ve told them I wanted a continuous climb or decent through ice vs a step down/up (like on the Skyko arrival when they have you decend to 11,000’ only halfway across the Cascades). I’ve told them I want a later decent for ice and they worked it out. If in doubt, “unable” also works. I have found ice from 0 to -20, but roughly -5 to -15 C in those wet clouds is really a place to avoid.

I don’t have any help solving, but I’d say most of us with an io-360 see ~75psi in cruise. The higher pressures with cold oil are normal, but not your cruise pressure. The only time I see that low (55psi) is after landing - hot oil and 1000rpm. This sounds like more than just what type oil you’re using…

I thought there’s no corrosion below freezing? https://www.researchgate.net/profile/Yu-Panchenko/publication/227242816_Atmospheric_corrosion_of_metals_in_regions_of_cold_and_extremely_cold_climate_a_review/links/543d07d70cf2c432f74236b0/Atmospheric-corrosion-of-metals-in-regions-of-cold-and-extremely-cold-climate-a-review.pdf?origin=publication_detail ok, maybe not zero. But much reduced if it’s really cold.