blaine beaven

Awesome. I don’t think I have experienced a traffic alert yet but good to know this is now standard.

@PT20JSkip - was there ever any update from Garmin on enhancing the traffic audio alerts from the G3X? And how well does your EFB alert set up work? Cheers,

I’m not sure if I ever followed up on this thread, but I wanted to say thank you to everyone who provided advice and discussion. I ended up being able to increase my budget considerably through a business grant program (as I use my plane for work) and here is a picture of the end result:

I feel lucky because I didn’t have these issues post GFC500 install, but great point about knowing where to expect your elevator in relation to trim indication, and looking hard at that post maintenance

Is there any performance benefit to a wrapped exhaust? I’ve never encountered that on an airplane before.

On your next flight, perhaps try turning off one of the magnetos to see if that makes any significant difference over a few minutes? This could be a quick way to determine if you have a timing issue with a rogue ignition source.

Thanks. I’m in the process of chasing it down. As you note, it’s a process of elimination to try to figure out the root cause.

That was actually the reason for the photo, because my CO Warn light (the bottom in the row) was not on despite the CO detector beeping. This was in the climb. It will creep up like if I don’t have fresh air coming in. As soon as I get into cruise and close the cowl flaps it drops to >5ppm. Thats just a trick of the light, it was not illuminated. That light is a voltage annunciator.

When I did my panel upgrade I removed the annunciator panel. I no longer have vacuum, so that light is gone. The G3X can provide a number of other alerts. I had warning lights installed for the other needed alerts - see photo:

Do people actually use this method with a spreadsheet? Another option I’ve heard is to fly 4 cardinal GPS headings, record GS, and divide by 4 to get TAS. It seems like less math, but is it not as accurate?

I am amazed at how shiny your floorboards are.

In Western Canada I’ve used Canadian Propellor out of Winnipeg. I would not say that there was anything amazing about the service, but they did the job I asked of them and I’ve had no complaints.

Hi Don, I have a 78J with the stock visors that attach to the outside of the window frame. I’m interested in getting a set of yours. I’m in Canada, so I understand there would be extra shipping. Let me know! Thanks,

Now that I’ve got an engine monitor (G3X with EIS) I’m starting to experiment with LOP. But I don’t understand how you’re running LOP at 1000’ WOT. If I do that in my 78J with an IO360 I’m still making 27”. At 2500 RPM that’s like 80% power - and my understanding is that it’s not ideal to run LOP when above 75% power. I feel like this might be the missing piece of the puzzle for me, so I’m all ears.

An in-flight mag check is a different beast than running a tank dry. Imagine that you were unaware you were flying with a dead mag, and you switch the other one off in cruise. The engine goes dead - but not from lack of fuel. So all of the mechanical bits are still turning, and fuel is still pumping through the cylinders into the exhaust. If you turn the mags back on at that moment, expect a big backfire because you’ll ignite any residual fuel in the exhaust. The proper technique in that circumstance is pull mixture to ICO (to stop the flow of fuel, allow what is in the exhaust to get blow out), turn your mags back on, and slowly reintroduce fuel with the mixture until it starts firing. Hope that helps.