ArtVandelay

Or look for someone who has upgraded to glass and is selling their old instruments.

My $15,000 (included everything) was my best guess, it definitely could be more or less depending on the details. I was just pointing out there’s more to it than wiring up a few boxes.

No GPS?!

Well, you need to remove the interior, a lot of the inspection plates, etc. Then remove the old autopilot and other avionics, the old wiring harnesses, antennas, etc. Labeling the remaining wires as you go. It would not surprise me if that takes 2-3 days and that’s before installing anything. $100/hour? I think that’s pre-covid rates. Then you have to cut the panels, placards, etc. He was showing GPS, 2 panels, bunch of auxiliary switch panels, AP… It took 100 hours for my G3X and GFC500, so add about 50% for GPS (which has connections to everything). It could be less if Dynon has pre built wiring harnesses and AP servos (there’s only 2) don’t require much work. I am not familiar with Dynon installations. Then there’s configuration options, like calibration of the fuel gauges (a rather elaborate process), etc. It might be less, I like to hear from someone who has actually had it done.

I personally don’t like the Skyviews shelf design for the buttons and knobs. I flush mounted the G5 because I don’t like the thick bezel sticking out.

Salt doesn’t remain airborne very long unless you have tropical storm winds. The salt attracts water and becomes heavy, this is how they seeded clouds to make rain. Assuming it’s a mile or so inland you won’t get salt, hangars do protect against humidity (dew). Unless it’s windy I don’t get salt on my car that’s parked 200 yards from the beach, but always covered in dew. Like I said before, I have an old camshaft (clean, dry, not oiled) that sits on my hangar floor that is not rusting. The humidity inside a hangar in the air remains in the air unless it condenses out, and if that happens it’s going to be on the hangar sheet metal that’s being cooled from the outside…I have never seen this happen in south Florida, we don’t get temperature drops.

I use Pulselite with LED lights with no issues.

$50K.

You want to start having an escape plan.

I have 3 and they’re random…it a sparkling pattern.

Water is a byproduct of the combustion process, and there’s usually a small amount of sulfur in the fuel, that creates sulfur acid, very bad for metal. You can mix water and oil (at least for a little while), in boating world this happens and oil turns a light brown milky color. I think allowing the water vapor to escape after shutdown can only help preventing it from condensing out on internal surfaces.

Next time you shut down your engine, pull the dipstick, you’ll see a lot of water vapor that wasn’t driven out. I do this every time I fly.

I think thats a bad idea, this will add combustion byproducts (water) to your clean dry oil.

When my plane was down for avionics work I just did an oil change. I use Camguard as always. I have my old camshaft sitting on the floor of the hangar, it’s not showing rust after 5 years and Im in Florida. Based on this I think dirty oil is what destroys engines.

Hmmm, I think the frozen condensation is a bit of marketing hype.

Maybe if they don’t get orders they will drop the price. After all they won’t be able to overhaul the actuators anymore which means more loss revenue. I wonder how many owners have actuators that have over 1000 hours on them.

This is overly complicated: If you Set RPMs to 1200 when you shut down the engine, then it’s: 1. Crank and add mixture when it catches. If it doesn’t seem to want to start after 30 seconds, give the starter time to cool and then do a flooded start.

They just took a big hit this hurricane season, good luck.

The low fuel should be connected to the sender side of the fuel gauge. Yes, they do a great job, usually it’s the inboard senders that needs it as they are always submerged in fuel.

Where are you going to get the necessary data to reproduce the part: alloy, etc?

If you NEED one to make your plane airworthy, take what you can sell it for and subtract salvage price. Whether its the NBS, insurance, etc….at some point pilots will just sell their planes.

I think it helps to have a throttle set a little higher (1200+ rpms), so there’s a little more fuel flowing to cool the fuel lines.

The spare tire+tube is for the nose or mains?

For those with digital gauges be aware that a sender can be erratic and is ok for analog gauges, but not digital. So when checking individual senders, slowly move arm and make sure the readings don’t jump.

Somebody remind me what the color paint (red in this case) means? Something about tolerances or number of overhauls?