Aerodon

One of the things that troubled me about this thread is the number of well meaning opinions, surely it can't be that difficult. You have provided the clearest reference, and the avclick article provides a lot of refresher training on the protected area. Now it's a 'no brainer'for me as it should be for IFR flying - if approaching from the 'right side' for a PT, do a PT. If the turn at the VOR looks at all difficult (approaching from the wrong side for a PT) just follow the rules for a racetrack entry on the maneuvering side. All sorted in my mind, thanks. Don

The Avclicks presentation is nice. Page 21 says that you have the option of doing a racetrack on the barb side of the hold, even if not depicted. If this were shown, we probably wouldn't even be having this discussion. I would surmise that it is not shown, because the designers needed to put the hold differently as part of the missed approach procedure, that sets you up nicely for the procedure turn. Here is another one (Yakima). I don't think I could easily descend to 4500 on the outbound, but I could get to 2800 inbound. Nice to have speed brakes. Now my question, to make the descent more leisurely, could I enter a racetrack on the barb side and descend to 4500? 4600?. Or should I enter the slightly offset MAP hold? Don

well done Joe, its been a long slog hasn't it. Aerodon

Don, do you have any pictures of the magnetometer installation? Aerodon

I would disagree - I accidentally let a registration lapse, and you have no legal standing. Can't renew / sell or anything, until you re-register. Part of that reregistration process, is the FAA will check that your registration has not been given to someone else. Aerodon

Set your altimeter to airfield elevation and read off the ambient pressure. Then compare with your JPI and your OEM MP. Now if they are all the same (within 0.5"), then I would say the difference you are seeing is a result of where the JPI and OEM are measuring the MP. I've seen OEM MP measured off one of the 'primer ports' in a Cessna and then also off an inlet 'riser' in a carbureted engine. If at all possible, try T the JPI transducer off the OEM MP line somewhere. Aerodon

You mean the 12th 252 made.

Bob, I was trying to point out to Jerry that the auto pilot has its own pitot system, and is more than likely not connected to the altimeter / encode static system. So both my Mooney and my Seneca have two systems. And thanks for educating me, I always thought the two ports were for yaw, but yaw miss-trim is a better reason. Aerodon

So I had a peak behind the panel, and found this wonderful fire hazard. Has been shortening nicely against the GNS480 tray. Easy enough to insulate properly, I guess the installer must have had a distraction (being kind). The rest of the wiring looks pretty good. Now what would require a couple of relays? Standard KCS55A compass system, GNS480. PmA7000B audio panel. KFC150. Something to do with the annunciator panel? Or maybe WoW and Gear Up 'signals' for the GTX345? Aerodon

My Mooney and Seneca have a separate static port system (one port on each side of the fuselage) for the autopilot computer. Aerodon

I would do two things: 1) Tell Garmin that this dealer needs more training 2) Negotiate a smoking hot deal on a G500Txi with a GAD43e to interface to you kFC500. Especially if your vacuum system has been removed. Aerodon

Theres the problem, it will always be devalued, so when you put in a new engine and avionics, interior etc they get devalued too. Not fair, but its what's going to happen. I almost always pay a premium and buy a low TT plane. I don't believe higher TT or engine time planes get discounted enough, and the converse applies too - pay 10% more than average and you get 25% more plane.

Have a look at plane power voltage regulators and see if they make one for your plane. Much more affordable, and I've found them to be reliable.

Art, the transducers are measuring the fuel level of the OEM tanks only, and are probably full until the Monroy tanks have been drawn down a certain amount, Then I assume the two tanks get drawn down evenly, and then you will see some movement on the FQ. Aerodon

Tom, My drawing is based on an M20J panel that I received from Scott. I have different layers so can cut individual panels like the OEM layout, or combine to get rid of the clock panel. I see your clock panel is canted, whereas the later models were flat. And at some point even the CB panel is flat. The 3/4 panel is still a work in progress - I shifted the radio stack right, and have no idea if that will conflict with the structure behind. The drawing is just the starting point - I move things around until I/you are happy, then cut. If it doesn't fit - edit and cut again. Don

Tom, I think my drawing will fit J's and K's, with or without the hump. I've drawn it 3/4 of the way across, but its easy to insert cut lines anywhere. The factory had the small 'ignition switch panel' - non floating. Then the main panel - floating. Then the radio start #1, and #2, then CB panel. I don't believe it's necessary to 'shock mount' the panels anymore, in fact you would want G5's and G3x's firmly mounted? So no point in having the separate 'key' panel on the LHS. Aerodon

I think you've got your numbers wrong, upgrading from a 700 to 830?. Yeah, I can do better than Chief's pricing, send me an email. supercub180@gmail.com Aerodon

I would use click bonds, my preferred supplier is: https://www.theflightshop.com/c.Click.Bond.Authorized.Dealer.html Expensive, but a lot easier to do in your situation. Make sure you prep the surface to get a good bond. Aerodon

My 2c. I don't think it has much to do with aerodynamics, but all to do with structure and weight. It starts with the decision to have an all moving vertical and horizontal stabilizer. Then to keep the loads on the hinge as low as possible, one needs to have the horizontal and vertical aerodynamic forces as close to the hinge as possible. Best way to do this is keep most of the structural weight and aerodynamic forces as far forward as possible = straight leading edge. Aerodon

Yup, still much more information in one place than a G5.

run it out to one of the inspection covers under the wing. A lot of work, but then a lot of confidence in the accuracy - in the shade away from any engine heat. Aerodon

I have built 20 hangars, and some comments: 1) Look at the layout of you site, a nice big rollup door on the side or back is really useful. 2) Doors and clearspan are expensive, so don't write of the 50Wx60D yet. two planes in a row will fit into a 60 ft deep. 50W is plenty for most private aircraft. I prefer having door full width so it ties nicely in with the walls. 3) Bifold without doubt. Schweiss or Hifold have served me well. Makes a nice shade awning when its open. I prefer not having a man-door in them, but you do need a man-door near the front of the hangar. 4) look for a manufacturer that can supply you with a pre-engineered package. Saves a lot on cost. Aerodon

So at any 1 point in time there are probably 1000 G5 or GFC500 installations in progress. Making the harness is no small task, and pulling it through the airframe is probably the most labor intensive aspects of an installation. What is an installer supposed to do - start again - to meet the Rev 17 install manual? Aerodon

OK, here's the next iteration with flush mount JPI and G5. And I have moved the radio stack left. I am going to try a single 3/4 panel with the radios mounted 'in front' of the panel rather than the traditional 6.25" column. I'm going for the minimalist look, with remote transponder and audio panel, remote DME, GTN750, GNC255, WX500 etc. I know that's a lot of eggs in one basket, but I have faith in new electronics, and the fallback to a GNC255/G5 display and no intercom. And a 660, and soon to be released 796 replacement. By adjusting the spacers, its possible to get the EDM900 and G5 flush with the 500Txi or G3x. I've shown a second G500txi, but that space is really for a flush mount iPad for the copilot to follow along. I still have a good KFC150, so will hold off the GFC500 - but there will be space for it at the top of the stack, just like turboprops and jets. Aerodon

Just messing around tonight. This is my M20K panel with a G500Txi 7" portrait with an EDM900 landscape and a 3.125" hole for a G5. I'll get my hands on a G3X panel template ad try that next. My understanding is that a G5 can backup a G3x. The EDM900 is a better / lower cost option than the Garmin EIS? The Mooney panel is already close to the pilot's eyes, so I'm thinking a G3x is big enough to read easily. I know the EDM900 is just fine in that location. Aerodon