Ragsf15e

Also, those of us with older planes don’t even have an alt switch. The field is energized with the master on (theres a cb, but doubt anyone pulls it for start). Our alternators, starters, and avionics seem to survive just fine. I think the alt switch is only really useful for troubleshooting or resetting the vr.

@OSUAV8TER

Interesting that it went higher in cruise. Maybe check your firewall for leaks that can be better sealed. I had an exhaust riser come off (well the nuts fell off and it was just kind of hanging there on the bolts). Airborne readings were barely above 20 (0 is my norm). But on the ground it was like 50-75ppm and that’s well above the normal 10ppm. My feeling was that airflow through the engine compartment was taking the co out the cowl flaps but some was leaking through the firewall where there are openings. I’ve sealed everything i can. If you get a co monitor, make sure it alerts and gives an accurate reading at a low level (like sensorcon). Many home digital ones don’t display 50ppm until like 8 hours later and don’t show less than 30ppm ever. You want to know immediately if it goes up in your cockpit.

Yeah I don’t have the exact numbers in front of me because they’re slightly different, but it results in a similar issue in the pattern. I mostly notice on final.

On final, mp is pulled back enough that rpm is no longer controlled by the governor (at high rpm). Rpm becomes dependent on the mp like a fixed pitch prop. It just happens that some of the props also have a yellow range right where that mp for holding a good airspeed on final gives you that specific rpm. You probably don’t have this combination with your setup. You can either add mp and go faster or reduce it and go slower, but you can’t change rpm by itself because it’s on the stop. Edit- I guess you can still slow it down which probably works but would feel weird! edit: maybe i get what you meant… probably kind of tongue in cheek, but pull the prop back to slow it down and add in some mp?

I’ve got a 3 blade speed brake, maybe that’s the difference? I’ll try 100mph and see if she’ll hold 100mph at 2351?

Yeah, that’s the issue on instrument approach. I like gear and half flaps which means ~2300 rpm to hold 90mph. I guess I could either go with gear up and no flaps with 2000rpm or gear, full flaps and slip down the ils with 2400rpm?

I notice it on final and during precision instrument approaches, but I also don’t worry about it because those segments of flight don’t seem continuous to me.

Oh, yeah, I have those too… and they drive me crazy!

Does anyone actually intend to “continuously” run at 2000 rpm anyway?

Or you could also put in the vor as the active gps waypoint and fly the arc in gps mode on the g5 (using gps as a legal substitute for the vor). Then you will have the gps distance displayed on the top right corner of the g5. Depending on how your g5 is set up, you could possibly have a bearing pointer to the raw vor data at the same time (by displaying nav 2 as the #2 bearing pointer). On an ils however, we have to be in vloc after the faf, so don’t have the option to stay in the gps mode to get the waypoint distance on the g5.

The ones with the 201 windshield and other minor speed mods might add a little bonus for the buyer, but price similar to an unmodified one. The few with a 201 cowling are more rare and actually adds a few knots, so that might cost a smidge more to buy. None of the mods is going to significantly affect the price like a runout engine, fancy avionics, or new paint and interior might.

I highly recommend using the “Maggie Harness” from New Horizons. https://www.newhorizonsmaggieaircraftignitionsystems.com There are two possibilities for harness routing on an io-360. You should verify exactly which cylinders (top or bottom) your left mag currently fires and then call them.

Left. Ditched the sos.

The hard part of installing one is taking out the interior to run a wire directly to the battery. Otherwise it was pretty easy. I helped with the interior, but my mechanic just read the directions, installed it and fired it up. Worked fine. The electroair is a whole different animal for install.

I really like the Surefly as it’s a more simple design, but your point is very valid. One of its best attributes is maintenance free for 2000 hours, but I’ve only had it on for about 350. It has been trouble free so far and the advance timing provides slightly better ignition at higher altitude cruise. It was pretty easy to install. But yes, it’s not a huge improvement from a mag.

Yeah, agreed. I was thinking it would be nice to display gps distance to the next waypoint. When an approach is loaded in the gps, it does display this distance to the next waypoint (could be faf or some other point depending on what you loaded) until it switches to vloc. Then you have to look at the gps to get that distance information.

I’ll be interested to see the answers here. Just the other day I was flying an ils and the g5/gns430w combo had already switched to vloc. I wanted to know distance to the faf and caught myself looking at the top right of the g5, but there was nothing there… I do not think it displays dme to the gps nav point in vloc but I don’t know for certain. I do have both bearing pointers set however- one to the vor and one to gps point. That is occasionally useful.

I was taught bank angle equal to degrees of correction required. Obviously you don’t actually think “2 degrees off heading, so i need 2 degree bank…” but that’s the guideline. Very small bank, just pressure on the yoke for very small correction. The airplane should stay coordinated though. If you’re 10 degrees off heading, you don’t need a 30 degree bank turn, 10 degree bank would work just fine.

This makes more sense. You might have options too if it’s just the gears you’re looking for. New ones might not be available, but there should be some in a salvage bird that are airworthy. Might take some looking. There are two different types that could work. The newer ones are 40:1 and desired.

I have that one and it’s been fine for 9 years and about 800 hours. Hope i didn’t just jinx myself.

Another option in case it gets too distracting and you need 100% attention on flying is to squawk 7600. Maybe not pretty, but follow the IFR routing/altitude hierarchy until you land at your destination or become vmc and can land somewhere else. People have crashed focusing on communicating when they shouldn’t.

Ahhhh, that explains it.

Interesting that it only lasted a couple years? What’s wrong with the motor? Is something wrong with the gear causing this problem? Usually the motors last a very long time…

If you want to be super thorough, put something over the fuel vents too. Mud daubbers like it in there and that will ruin your day. Use something bright enough that you see it during preflight, because leaving it on will also ruin your day.