Browncbr1

Thank you for doing the VREF legwork. Wow, I doubt I would ever let mine go for $65k even though it has TT closer to 6k hours.

The strikefinder just has the XYZ type connections. AIRINC isn't going to work. Looks like no dice on heading stability for my strikefinder. Anyway, for others that might be curious, here is a shot from the install manual for King APs

yea, I noticed that about the GFC-600 as well. I also heard Revision 10 is coming soon. My install date is Dec 4, so I'll pirep once I get some time. Right now, I'm comb through manuals to figure out definitively if the G5 HSI, GAD29b, or GMU11 has an XYZ output to bootstrap my strikefinder.

Ah, I guess I just saw the flight director on the G5 AI features... So, it's up to Garmin wither or not to allow it to drive king APs. My guess is that they won't, in order to drive GFC sales.

yes, GAD29b

I'm pretty sure through the use of the GAD29b, you can use the flight director in the G5 to drive legacy APs. My AP doesn't use AI, but when I was reviewing the install manual, I am pretty sure I saw the AI has the flight director interfacing install instructions in the latest revision 9 manual.

Thanks for your actual experience advice Lee. I am planning on doing just that currently. I have manual gear and trim, so mainly just need to keep back enough from the strobe, which seems to be ample by placing at the old ADF location.

Thank you everyone for comments so far. I understand the payout vs premium.. I think I want to insure for pretty close to market value, even though I probably have more money in the plane than its actual market value. I just don't know what the actual market value would be for mine, as I haven't seen any comparable planes on the market in a long long time. Does $80k sound like a selling price for a plane like mine? more? less? I think $80k might be on the top end for an F no matter what...

It’s insurance renewal time and I need to update my hull value after upgrades. Im just not really sure what my plane is actually worth now. Also, what are everyone’s thoughts on valuation based on replacement vs market selling value? 67’ F jbar Gtn650, dual G5s, edm830, ps pma8000, insight strikefinder, kx155, Brittain hdg/nav/alt AP, A1A engine with 700smoh, top prop with 300 since new, a little hail on the ailerons and little rash here and there, paint is decent. Very nice new custom leather interior. LED landing light, brake reversal, no windshield or cowl mods. No corrosion, no squawks. Any ideas or suggestions? I was thinking to put a hull value down around $80k??

i bought some of these last year when he produced his first stock. They are good quality and still look like new.

Yes, you can “chain” an rs-232 signal wire so two devices receive the data from one output wire.

If your DG has heading bug with L&R electrical outputs, then that's all that matters. Yes, the G5 can drive an accuflite via a gad29b installation. The G5 can also drive the accutrak at the same time and has integrated GPSS.

There is a little confusion. The only thing that touches the vacuum system is the b-501 valve. Both accutrak and accuflite utilize the b-502 valve. Everything else in the accutrack or accuflite are electrical connections. The accuflite receives a low voltage left or right signal from a heading bug source. The accutrak receives a low voltage left or right signal from a Nav source. If your GNC (or the CDI you are using) has analog outputs, then it can deliver left/right signals to an accutrak. I think It only has a digital signal output though. (Such as NEMA). In that case, you would need a something like a gad29b or porcine device to make it work. (Though not legal in certified aircraft). I wouldn't check your CDI wiring schematic to see if it has AP Left and AP Right pins. If yes, then that's all you need. I'm not sure which nav head you have . My accutrak receives left/right signals directly from a ki-209. Not the navcom.

Yea, vacuum is irrelevant for receiving left and right heading signal. The gad29b must be used in conjunction with the G5 in order to get left/right analog signals from the G5. Jerry at Brittain is rushing to send final documentation to Garmin. If you look at the Cessna AP schematic for the gad29b in revision 9 install manual, it will be basically identical to that. The Brittain HSI adapter may or may not be needed. Waiting for Jerry's final confirmation.

You have to have a Edo Aire, or RCA G-502a or similar DG with heading bug in order to send a 4.5v signal (at 20 degrees) left or right to the DG gain box that is part of the accuflite setup. The DG gain box, then, sends a low voltage left or right signal to the B-501 valve, which regulates vacuum to either left or right aileron servo.. The fact that the DG is driven by vacuum is irrelevant.

Nice, I'll have to cover my fuel line elbow as well.

It's the only hole on the top of the computer box that has all the tubes plugged into it. There might be a sticker or rubber plug covering it. Some are labeled, some are not.

There is a pitch adjustment screw on the top of the box. Basically, the box was installed on a different azimuth than straight and level, so the pitch screw needs to be turned. Mine had the same issue when installed. Roughly, one full screw turn for each 100fpm that the plane pitches after pulling the plunger. If your plane pitches up after pulling the plunger, adjust the screw counter clockwise. If down, then clockwise.

I've been working with Brittain regarding my dual G5 and gtn install and I'm happy to say that Garmin will be adding Brittain to the G5 HSI / gad29b stc. It was supposed to be included with revision 9, but a deadline was missed. It should be on the next revision.

Nice job. I like it!

Some people use a procine device such as the smart coupler to convert nema gps signal to analog left and right. So, a handheld gps could drive an accutrak. They are cheap and function well.

Yes, revision 9 is out for the G5 which includes the gad29b

After looking at the G5/GAD29b install manual, I'm uncertain if it does or doesn't provide xyz bootstrap synchro that could heading stabilize the strikefinder. I can imagine that the ghosts would be more of an issue if the unit is heading stabilized. Definitely going to figure out a good spot for the sensor in any case.

Do you mean a ferrite choke? Or a lense that goes over the bulb? I had read the install manual and understand about skin mapping. I spoke to insight and they said most installers just hook it up and move it around the belly externally in dealer mode until the lowest value is found, as not many installers have the skin mapping equipment. I guess my question comes up because I need to buy a new sensor cable. The standard length is 18'. Probably plenty, as the F model is 24' tip of cone to tip of tail, but they only offer 4' increments. Just thought I would see what the community thinks about the narcomatic location. ill measure the exact distance from the battery and strobe and see if I can figure out a way to measure rf noise. I already wired a 6" harness to make sure everything works and no fault codes I may use the actual unit to "map" the area

I am about to install an insight strikefinder I've had on my shelf for a while now. While I'm under the plane, I plan to remove an old narcomatic teardrop bulb that protrudes from the bottom of the tailcone between the battery and strobe. I had the ADF unit pulled a few years ago, but the guy just snipped the wire and left the antenna.. Anyway, after reading up on the technology that was used to build the strikefinder, it seems that the the sensor is little more than a 360 degree ADF antenna. So, my question is, if the narcomatic sensor was installed in a location which seems to have required some amount of 'quite' area of the skin, would it be reasonable that the strikefinder sensor could be installed directly where there narcomatic is rather than have to patch up the 2" hole that will be there after removing it? Thank you very much antenna gurus