BDPetersen

To answer myself, turns out a loose lug on the field c/b was the culprit. Tightened and stability returns to the electrical department. Who knew. Maybe Plane Power alternators never need to be fixed.

My 40 hour Plane Power alternator is making whining noises in radio and erratic amp readings. Without going into all the symptoms and background, I thought it was of interest my discovery in talking to Plane Power (Hartzell) tech that the alternator is actually NOT maintainable/repairable. They were more than willing to be accommodating with a warranty replacement, however, even if it was outside the warranty period. (He seemed pretty sure it sounded like a diode). So, unless I discover another gremlin, loose wire, or whatever, off it comes. But I was amazed to learn repair was not an option.

When I removed my vacuum AI to install a G5, I discover that instrument had an extra tap that serviced the step retract. I was puzzled as to what it was for awhile.

Yep, it’s of no use to the likes of me, but it certainly made me curious. Personally, I had few problems hot starting the IO Continentals I have owned (as my Bellanca friend has). I’ll be watching.

The local Bellanca owner walked in today with a box under his arm. An iStart to be installed on his Continental. Being a carburetor guy, I was not familiar with the product. Moreover, I don’t recall it being mentioned on MS. Aviation Consumer reviewed it back in July. Anyone familiar? It’s supposed to make hot start problems a thing of the past. Hmmmm.

Thanks. I’ll give it a look.

Interesting. What is the minimum spacing in regards to surrounding gages? I have a single (AI) installed but the panel on my “C” is tight.

Mine seems dead, but must fully troubleshoot.

KI-208 still around?

Had to change belt when I did mine last year. Logbook says Gates p/n 9335XL.

For de-icing the DC-3s, we carried a large garden-type sprayer half full of glycol. We would top it off with the hottest water we could find and spray away. Probably some version of that would unfreeze a door.

If it was my plane it would be the ground wire I ran fron the beacon to the battery to eliminate magnetic interference. Apparently grounding is a black art.

Usually Ohio would be after you to prove you don’t owe sales tax on your new plane. “Casual sales” between individuals not involving broker are exempt. Somehow with my current plane I didn’t get that letter. They just started charging the $60.

I’m just finishing GMU-11 install for my G5 AI. In my C model I opted for a tail cone location. I ran into a snag in the magnetic interference test from the rotating beacon causing interference . I had a Grimes “coffee grinder” which I elected to replace with a Whelen led flasher. To my surprise, it caused a problem as well. It turns out the problem came from the unit being grounded to the adjacent airframe. Running a ground back to the battery resolved the issue. Waiting for a warmer day to finish the compass calibration.

Good news, I think. Beacon had been grounded to adjacent airframe. A local airport EE ( who knew?) suggested running the ground back to the battery. That worked! At least in a jury rigged fashion. Make of that what you will, but the mag interference is now acceptable.

Thanks. Whelen is suggesting upsizing the wire.

In an attempt to add heading info to my G5 AI, we are attempting to install the magnetometer. Alas, in doing the magnetic interference test all went well until the old Grimes coffee grinder beacon was turned on. The reasonable solution seemed to be swapping it for a solid state LED beacon. Unfortunately, it emits magnetic interference when it flashes. The power supply wire is shielded and the shield is grounded. I’m putting this out there in case any “techies” have any suggestions. Ferrite bead?

There is probably a more graceful way to make this inquiry, but what the heck. Looking through a box of old photos, I just found a couple of me climbing out of N6250U, a ‘62 “C”. The year was 1964, possibly ‘65 and the location was Iowa. I see it is still active right here in Ohio, but in a quick check I didn’t find a good contact for the owner. Besides it would be more fun if it was a fellow MSer. Anybody? Got a couple of b&w Brownie Hawkeye snaps for posterity.

And you are correct. Consulting the most recent rev of the G5 installation manual AND reconsulting Garmin tech support confirms that the info I received from them a month ago was incorrect. Perhaps it is true for non-certified antenna requirements, but not certified, even though I was explicit in that was what my inquiry was for. Fortunately, I have a GA35 antenna intended for the installation. Thanks for the guidance and apologies for the confusion.

In my Installation manual, revision 6, I don’t seem to find anything but reference to the external antenna as “ optional “. I’m not the best at digging out such details, but . . . Would love to be enlightened. As I say, I discussed this with Garmin tech guy. Thanks for any help.

Hmmm. I wonder if the word “can” is operative in the statement that it “can”use an external GPS antenna. As explained to me, the unit has an internal antenna, but the use of an external improves performance by bringing it online faster. My phone conversation with Garmin confirmed that notion. I had been resigned to using an external WAAS antenna prior to that.

I ferry a friend’s 17-13 occasionally ( to retrieve him from having his MU-2 serviced). Pleasant flying, a bit cramped. Solid. Makes me love my “C”.

I may be missing the point of this part of the thread, but in the case of an AI G5 installation, per my conversation with Garmin, the external antenna is an option ( a good idea) that can be accomplished a simply as using a glare shield type antenna, such as a Garmin GA 26C.

Some time ago, probably in the ‘70’s, we were required to add an I.d. plate back at the tail. Not to be confused with the factory data plate.

This can't end well . . .