Steve W

Basic Member
  • Content Count

    349
  • Joined

  • Last visited

Community Reputation

218 Excellent

1 Follower

About Steve W

  • Rank
    Lives Here

Profile Information

  • Location
    PNW
  • Model
    Mooney

Recent Profile Visitors

1,157 profile views
  1. The amps being low in-flight is what should be happening. But I suspect a JPI problem. There are 2 flavors of ammeters, one which measures alternator output(a loadmeter) where 0 is bad and anything higher means the alternator is working until you overload the alternator and one which measures battery input/output. From your picture yours should be wired as the second type(0 in the middle and a green charge for + and red discharge section for - ) If you had a ammeter that started with 0 and went up from there then you'd have a loadmeter. Check your POH for the original ammeter and see what it says. If you're supposed to have this kind of ammeter then what should happen is that you should see is a large charge right after startup(since startup will have discharged the battery some) and then reducing towards 0 as you fly and if you see a discharge in flight then the alternator is off-line or not keeping up. If it's always '3' then you have a probably JPI problem*, if your POH shows a loadmeter then you have a problem(unless someone moved the shunt to a different spot in the circuit), and if you're sitting on the ground without the engine running and turn on the lights and don't see a discharge then you have a JPI problem. * JPI being either the display or the wiring to the shunt. The M20J for instance has fuses in-line with the factory shunt and if those are kept then a blown or bad fuse can cause a constant ammeter indication.
  2. And fun facts like this is why the current art in my hangar is a printout of the entire wiring diagram from the maintenance manual. Doing a cursory check there's no way to figure out from the POH(1994 M20J at least) that it's actually hooked up this way. They do mention the avionics relay is fail active, but the wiring diagram does not appear to show that relay is on the Aux bus.
  3. The primary tool is cursing, lots and lots of cursing. One of my rings had been slightly damaged and wouldn't just rotate and slide off so I had to remove all 3 of the screws, then file the damaged part so it went back together nicely. I also took the time to use a totally aviation approved headlight, er, landing light polishing kit on the plexiglass cover since it was badly weathered.
  4. Steve W

    Piloto

    It's been great here on the coast... Rain, rain, chance of rain, rain, rain, oh, and rain.
  5. I just steal Internet from the FBO with a directional antenna to feed my Raspberry Pi temperature monitor(and switch if I ever feel the need)
  6. If only Garmin made some sort of remote comm radio that they could get approved to work with the G3X....
  7. I 100% know which fuel servo is on my plane. None at all, it's in the back of my mechanics pickup truck along with the rest of my engine. But I also see that AD in every annual entry on my plane along with the 'G' notation. Technically it's AD 2009-02-03 now.
  8. Just remember if you're using a thermocouple OAT probe like the JPI (and if the 37 mentions in the install manual don't remind you) it will need to be extended with the same type thermocouple wire.
  9. Why would it? The Legacy AP still can connect directly to the 430W for vertical deviation and glideslope, it's not any different from the G5. You still have to keep the attitude indicator from your legacy AP if it needs one(just like the G5) but from the AP point of view it's just a fancy HSI. (There may be some question to legality if your AP has a Flight Director and you want to move the Attitude Indicator out of the primary position.)
  10. There has been no announcements I have seen that it is compatible. You would think they might make that work, but it doesn't look that way.
  11. It's the same as the G5, your autopilot can fly exactly what it can now+GPSS(with the GAD29b) but none of the stuff on the autopilot will be displayed on the G3x(FD, modes, etc) and none can be controlled from the G3x(except a heading bug), since your KFC currently requires an attitude indicator it will still need that installed. Unless you upgrade to the G500Txi and its interface box GAD43e.
  12. Yea, my budget got eaten by the overhaul monster, so I was hoping to do stuff more incrementally. Although maybe I can get a good deal on a used G5 HSI to start it off(as an eventual G3x backup)
  13. That's the only thing I'm sad about is that the rumored KI256 integration/replacement by Garmin doesn't seem to have appeared for the G3x touch/G5.
  14. There really seems like there is going to be a consolidation event with Aspen and Avidyne(my guess at least). Aspen has the displays, Avidyne the only other real WAAS GPS for GA. Avidyne sort of has an autopilot, but I'd guess Trio or TruTrak would fill that component.
  15. As part of the purchase there is paperwork to be filled out, one of those items is "Is Fuel Pressure Primary" if that is marked then a fuel pressure transducer arrives, if not you need to pay extra. And you send them the POH pages for the limits so they can set those appropriately.