Aerodon

Rick, Your last iteration is getting better, but it still hurts my OCD a bit. I prefer the GFC500 at the top of the stack, like corporate aircraft and airliners. I'm taking the plunge and going both remote transponder and remote audio panel. There is a way to make the GNC255 the 'failsafe com'. And I did a C172 panel with the EDM900 down near the controls - it works well, and then your copilot can see the engine parameters. Don

Thanks, updated. I got a 'Notification' from the above reply, but nothing from the replies to my original posting. My apologies. But when I'm serious about buying something - PM or email to the seller with questions, best way to get a reply. Aerodon

Ah, yes, but this C172 has a free cyclonic booster to achieve 181kts in level flight.

The landing gear unsafe light has 4 bulbs, how is that for redundancy. The deice light is a switch to turn the ice light on (to view ice on the boots on the wing) and the lower two bulbs light up when the deicing cycle is in progress. Cost me $70 for each 'capsule' (display) and the body is about $350. I bought a boxful of new surplus 'TAWS' annunciators, so have a stock to supply to my panel customers. A much less expensive option is to use the dialight LED panel lights (above the ELT switch). JPI have a neat one that does amber or red, but I have not found a source yet. Don

I'm replacing the OEM annunciators with Eaton annunciators. Quite expensive, especially when you are doing 8. But sure looks good. Custom graphics, and various switch options. I have one for 'ice light' to switch on the ice light as well as annunciate. Others have a non-latching switch (push to test?). Don

LED's are not going to help, just sort your grounds out.

I was advised to run new grounds from my tail nav and tail beacon to 'in front' of the GMU11. I pre-emptively replaced the Cessna 'flasher' with one on the Whelen 'integrated flasher' because I just knew that was going to be a problem. Passed the GMU11 test with nothing more than 15% of the limit first time. Don

OK I pulled the trigger on a GTN750. Have the following for sale: 1) GNS480, excellent low time unit, up to date software. $ traded 2) GTX33ES fresh back from Garmin for ES update $1800 available 3) GTX345 - new unit with encoder option $old supercub180@gmail.com Don

John, OK here's the retail price for a head only, I'll take it for half of that, Don TRADE-IN EDM 700/800/760 to EDM-730/830/and the new 790 ( Use existing system wire harness, probes and Transducers). Indicator only. $1350.

sorry sold and updated

The roll problem in my Seneca was much worse in the climb. Also, if the FD bars are leading the turn, is that not an indicator that the servo is not keeping up? Seems to me trying another servo is a quicker ‘plug and play’ option the the FD. I have a FD for you, just send me an email. Supercub180@gmail.com. Aerodon

So I did the 5.7 software upgrade and both units rebooted ok. On the next power up the HSI g5 failed to come on, tried 2 or 3 times. Then powered on while holding the power button down and it came to life. Can’t remember if it was setup mode or not. But it now it works.

My roll oscillations were caused by a weak servo. New one fixed the problem.

Joe, Ive got one for you, Don

a) because AC Spruce won't sell for certified aircraft b) because it has a $250 encoder with it c) because its in Canada and there's no brokerage or international shipping, or local taxes required d) and its just a starting point, everything is negotiable. I might just install it for free? I'll refrain from pissing on M20C's if you refrain from pissing on my listing? Don

Hi, I'm thinking of going to a remote GTX345, so have this open box transponder with / without encoder for sale. The tray has been in the plane for fitting (no scratches) but the unit has been in box all the time. The connector has been used, but if you wait a couple of weeks you can have the one out of my 345R box? Aerodon

Erik, One guy on another website said there was no way this could be more than 20 hours labour. Here's my reply: What industry are you in? I would say a shop's first install for the above will be 100 hours, and maybe 50 by the third. It will also vary a lot depending on the current installation, remanufacturing the panel, moving radios around etc. The major tasks are as follows:1) remove old hardware and vacuum system2) manufacture new wiring harness3) install two G5's, maybe with new panel4) Install GAD29B5) install roll servo6) install pitch servo7) install trim (optional)8) remove the majority of interior and fish wiring harness through wing and fuselage floor9) install magnetometer10) install TOGA and A/P disconnect switches11) install sonalert in headliner, or interface to audio panel12) install GAD29B and interface to nav/com/gps13) Install GMC507 controller14) setup software, calibrate magnetometer, run vibration tests15) reinstall interior16) paperwork. A minimum 1 x G5 install will cost about $9k hardware. A 3 servo (trim) system with 2xG5's is about $14k. I would say a minimum install will be about 50 hours, and more realistically 100 hours. There are a lot of variables, it took about 2 hours to get the last vacuum pump stud out. Just because I wanted to retrieve the drive and housing, and use a cover plate without spacers on the studs. OCD at its best. Another one is what you do with the panel - hack the old one, or make a new one. An owner can help a lot by opening all the panels up and removing old parts. My next one will have electric trim - I assumed we would have to change the trim cable, but they will supply an extension. The servo should be say to install, but then you have to factor in the curly cord and trim switch. It is a fun project and very rewarding to see the results. Don

Charles, I had that once during my numerous startups during installation. I forget exactly how we got it to start, I think try starting it setup mode push the knob first, then the power button. Don

I'm finishing off a dual G5 and GFC500 installation in a C172. For all the guys bitching above, all I can is that I am truly impressed with the overall package, one that can't be compared with the other autopilots. The quality of the installation kit and servos is extremely high. The GFC500 controller is nice and big, has well lit buttons and annunciators. Has the passenger 'fail safe' level button. The setup documentation is detailed, right down to the torque and gain settings for the make and model, and it works properly out the box. I can see why testing takes time. Then the integration into the G5's is superb. Change the HDG bug on the controller, and all the bugs follow along. The annunciation is displayed right in front of you on the PFD. It integrates perfectly to my old GNS480. I have yet to test the VNAV, but fully anticipate the AP flying LNAV or GS approaches. You get so many more features than the other aftermarket AP's, for essentially the same price. And if you want. a way of adding electric trim (to the C172). Once you have flown behind a decent autopilot, there's no turning back. It makes single pilot flying a lot easier. There are always times when you need to reach for charts, handbooks, P bottle, sub etc. Most importantly, much as we complain about Garmin 'product life cycles', I can see this range of AP's becoming the gold standard and being supported for many many years. I'm done with companies like Navworx, Apollo, BendixKing, Sandia and more. And I don't want to deal with an AP manufactured by one company and the STC provided by another-whose grumpy non-comunicative president told me he doesn't need my business, and told me where I could go. I was quite willing to be an early adopter of their technology, so glad I didn't. I know the Garmin setup looks expensive, but you are getting much more. Just take a look at a price list from the 1980's or 90's, and see what the option prices were back then for an AP, FD, HSI. It was well over $30k back then, and now those airplanes are faced with $3-5k servo overhauls, FD overhauls, gyro overhauls etc. Not only do you get all of these features, but a modern display with airspeed and altitude ribbons, vertical speed control, etc. I know its a lot of money, but just look at the resale value. I'm pretty sure that if you did the upgrade now, you would get close to 100% back on resale value. Aerodon

Thats what I was offering to you, but didn't make it quite clear - I have new and used EDM700/800/830's in stock and can take your EDM700 and 450 in trade... Aerodon

No, but you can send me both and get an EDM700 / 800 with FF and more options....Aerodon supercub180@gmail.com

Sorry, not the best quality picture. But I'm getting close to the end with the dual G5 / GFC500 and EDM900 in my C172 project. Let me know if I can help with a similar Mooney panel (CAD, CNC and paint service) and EDM900 supply / trade in deals. I tried using the 900 with the original FQ transmitters. On the ground I thought I had a reasonable calibration line (fairly linear). But in practice, the FQ was useless. I installed CiES transducers with the V out option. This feeds directly into the EDM900 - no black converter box, no JPI up-charge fees etc. I won't ever waste my time with the original transducers again. Aerodon supercub180@gmail.com

1) Lines for the main wheels well outside the hangar. If its straight going in, and the doors are fully open...... 2) Guidmark on ceiling or rear wall for centreline. 3) Good power-tow or similar. 4) Good chocks - I like triangular wood screwed onto thin aluminum. Weight on aluminum prevents checks from moving, and prevents tires from peeling paint on floor. 5) If its real tight, bolt some 2x5's to the floor to absolutely prevent mis alignment. 6) Bigger hangar Aerodon

I'm one step behind Brad, installing 2xG5's in a C172 with a GFC500 autopilot. Aerodon

The guys on Beechtalk are bragging about the hours in different Beechcraft. One guy has all his hours in Beechcraft, 6.5 in Bonanza and the rest in a Baron. And yes, that does mean he got his PPL in a Baron. Aerodon