Steve W

Those are bog-standard halogens. It should be trivial for someone to find an auto-style LED and certify it. The fit might be a little tight for the needed light output is the only problem I could see. So probably only $500/bulb. Edited to add: Assuming yours has the service bulletin applied to convert from pin base to wedge base.

This is basically the problem I ran into. Mine ended up in a ditch care of my A&P, his auto insurance didn't cover it, he had no business insurance. Luckily since it was my engine it was covered under my aircraft policy. But since I hadn't increased my policy for the overhaul yet it bumped the entire(gear collapse) repair up to my policy limit. That is to say: Good luck.

Basically you want a relay wired up so when the lights are off then the dimmer line is grounded and when the lights are on it's connected to +V. (This is not aviation advice, it's a talking point for you to discuss with a qualified A&P or similar)

If the Century 2000 has a flight director then it has to stay in the primary position per the Garmin STC on the G5. If not then yes you can move it.

LED strip lights don't have any active components like power supplies that could cause noise. Unless you use some sort of controller for them, and presumably you'd be using an aviation rated dimmer that was already tested for noise. They're just LEDs (and sometimes resistors). This does not apply to other types of LED bulbs which may have on-board power supplies. One sign is that if an LED bulb is only rated for a single voltage(like 12V) they're less likely to have an on-board power supply. Bulbs rated for wide voltage(like 10v-32v) have to have an on-board power supply that will need to be tested for noise.

What physical location? Lawyers in the US are state licensed. I assume this is a company with a presence in Oklahoma City, OK near the FAA offices? (I have no recommendations.)

Also the disconnect switch has a tendency to self destruct.

This was noticeably visible and measurable when I was testing the PAR 36 in my hangar bound Mooney at the time. I emailed them and they said they'd be fine with airflow. But with the wing mounted late M20J lights I'm not sure how much airflow there would be. I never got to check with them actually in motion before it was sold.

They can work correctly. The Mooney uses 2 fuel sensors in series per wing, if they messed up the wiring and only used the inboard sensor then this could be a problem. I'd get the installation manual and read through the calibration section, with it full go in and see what the raw readings and the table is set to are and then once you've burned off some fuel go into the settings again and see what the numbers are. As I recall the raw numbers should roughly be linear.

Measure them if you're unsure. PAR36 is 4.5" diameter. PAR46 is 5.75" diameter. I believe the models with a single cowl mounted light use the PAR46, but since you have 2 lights then they're probably PAR36 like the IPC says.

Not on the 430/530 series. My serial number in Garmin's system for updates those 2 were: 1 and 2 as it's the serial numbers on the cards that mattered(but didn't have to be entered).

If you have Internet(or like me, borrowing it from the FBO via a directional antenna and a repeater) there are a boatload of Wifi outlets that would do the same thing.

They're not 'Loopholes' they're simply the rules. Also watch people's heads explode when you can tell them a non instrument rated pilot can log PIC in actual. (And even better, the Instrument rated non-instructor-rated 'safety pilot' acting as PIC doesn't get to log anything.)

Looks like mine took about 7 weeks. August 18th to October 7th.

One thing that strikes me is that even the G1000 equipped planes still have mechanical Airspeed and Altimeter(and attitude indicator).