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David Lloyd

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  • Location
    Locust, NC
  • Reg #
    N147EB
  • Model
    1975 M20C

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  1. Robert, Yes, your blocked pitot certainly was the first link in the chain of realignment. Your picture did show gps TRK. Pitot, heading, altitude, track, each should back up the other, but didn't. I told my shop the airspeed, altimeter and turn coordinator (Stec 60-2) would be staying in the my panel for at least a year. Garmin has sold a pile of these things. Looks like they would be a little more eager to share information. Dynon Skyview has a limit of 150 degrees per second limitation of combined pitch, roll and yaw. In the RV, a simple aileron roll or loop would not exceed that. A split S or Cuban could sometimes get ahead of the AHRS. The AI would just lag behind some. Garmin does not publish such a limitation, just says to turn it off before aerobatics.
  2. Run the boost pump prior to start to see that it builds the appropriate pressure. It fills the fuel bowl. After start, turn it off and see the mechanical pump holds the appropriate pressure. As long as both are working, continue with your preflight list. Run the boost pump during takeoff in case the mechanical pump quits. Anytime I turn the boost pump on or off, I look at the fuel pressure gauge to check the pressure of each pump. My electric pump is about 6 psi, the mechanical about 4 psi. At one time I owned 78875, think s/n 2890. It was 52 useable. There was another half gallon or so unuseable. The C model was introduced with 48 gallons useable. Sometime near the end of 1963, when production first began on the E models, from that point on all C and E models were 52 gallons useable.
  3. You probably meant to say the primary instruments were required to be retained. The report did not have an answer, it seemed that Garmin did not respond to that question. Canada, January, mixed rain and frozen precip on the ground, clouds at 15,000'. Could something freezing be a factor? Not just the pitot tube, moisture in lines?
  4. If I had sold the RV a couple months area, 921W would be my ride.
  5. Last year had a new PAR200B audio panel/radio and a GNX 375 installed. The shop removed the old radios and their wiring, a MAC1700 with indicator, a DME, audio panel, ADF and an antique GPS. During the year, looking under the panel I was shocked so much old wiring from other stuff remained. There were 5 or 6 wire bundles with cannon plugs, or other multi-connectors, several wires with partial fuse holders, and a couple bundles of cut and tied off wires, all old stuff. Saw all that while I was installing a clock and wondering where I was going to pick up a power source. Noticed a bare dangling wire with a brittle masking tape tag: Clock. Yep, it had 12 volts on it with the master off, crimped an end and it works fine. Just dangling back there! Trip to the shop for more upgrades this year, I paid 8 hours labor to clean up all the old stuff. Shop owner did tell me that some was buried in other bundles and just too time consuming to track down. That's what you get with a 46 year old airplane.
  6. I have had correspondence with the lead investigator for the Canadian occurrence. You can read the report that gathers information pertaining directly to what happened as opposed to what could have been. The dual failure wasn't detailed in the report as the 2nd unit, the HSI was not configured as a backup instrument. The Primary ADI went into realignment for an unknown reason and the pilot failed to maintain control of the airplane with the backup instruments. The correspondence did reveal the HSI that was installed months before the ADI, was with ADAHRS +AP and backup battery. It was configured as an HSI only, meaning it could display nothing else besides an HSI, never an ADI. Because it was not a backup, no reversionary switch was required. The AHRS source set on the HSI was the one in the ADI, not in accordance with the AFMS. Wrong AHRS source is why the HSI failed at the same time as the Primary ADI. What could have been: First, it would have been helpful to have the HSI AHRS set up on it's internal AHRS source per the AFMS (Aircraft Flight Manual Supplement). If the airplane had remained straight and level, the ADI should have realigned. That may have taken a minute or two. That is a long time in the clouds. Not straight and level, realignment may take longer, if at all. The AFMS says if the AHRS is lost in the ADI, the AHRS can be sourced from a 2nd unit having ADAHRS, in this case the HSI. Even better would have been for the owner and shop instead of an HSI, configure the second unit as a Standby ADI/MFD. Use the HSI all day long but if the primary ADI realigned, the 2nd unit would automatically change to the ADI screen.
  7. Alfredo, You might have a C, but don't you have an IO-360, 200 hp engine in it? Might want to get all the numbers before calling.
  8. With the Dynon Skyview, I occasionally would get a miscompare annunciation that usually involved a combination of tight turns and/or G forces. A couple times were just turbulence related. One time taxiing on a rough surface while turning. A little bit of straight and level, the annunciation would go away. I expect pretty much the same with the GI-275s. Except not so many tight turns and Gs with the Mooney.
  9. It is very easy to fixate on a misbehaving instrument. About 10 vacuum pump failures over the years, even in VFR conditions, you just can't not look and involuntarily try to follow a dying AI. I learned early on to cover the vacuum instruments as soon as a failure was discovered. This new stuff is fascinating on it's own, misbehaving it would be hypnotic. That's a nice looking F, despite the seat stains. Whoever buys it better check all the overspeed/overstress stuff. As soon a they buy it, they need to take it to a good Garmin shop and make certain it has a battery and ADAHRS for that HSI and have it reconfigured as a Standby ADI/MFD and a reversionary switch added.
  10. The Transport Canada report is what happened, not why or what could have been. The reason for the initial realignment of the ADI is unknown at this time. The reason for the HSI not being a backup is a configuration decision by the install shop and backup owner. The reason for the HSI realignment is the AHRS sensor was set to the ADI, not a normal setting (known, but not in the report). This could have been done by the shop, owner or pilot. The big picture for Transport Canada was the ADI failed, and the pilot lost control of the airplane despite the required and working backup instruments. I have spent a lot of time reading about this, speaking with others and feel very good about my dual GI-275 system consisting of Primary ADI + AP with ADAHRS and backup battery, Standby ADI/MFD with ADAHRS and backup battery. These technological marvels may replace a vacuum driven AI and mechanical HSI but will do so much more. If one of those fail, dealing with the failure is pretty straightforward. If you have a G1000, G500/600/ G3X, GI-275, G5, EIS-500, Aspen XXX, Dynon Skyview: you absolutely must read and study the Pilot Guide and Flight Manual Supplement to understand how to use them when everything works. It is life-or-death to understand what to do when something does not work. Skip said something about documentation. I have read the GI-275 Pilot Guide thoroughly. Then I read thru the FMS. Heck, there is stuff in there barely mentioned in the PG. I have no doubt there are things in the installation manual that could be useful to know. Look at the configuration, you do have a copy of that, don't you? What does each menu item do? Etc.
  11. With the GI-275 to replace the HSI, you can have the GI-275 installed and configured as a Standby ADI/MFD with battery. Much more versatile the just the Primary HSI. Don't know about the attitude indicator and autopilot.
  12. Properly installed and configured, Primary ADI and Standby ADI/HSI or Standby ADI/MFD, the Standby would revert to an ADI if the Primary's breaker was pulled, or the mandatory revisionary switch was moved from Auto to ADI. It could also be done by rotating the big knob one click CCW.
  13. Your confusion is warranted, it is a complicated product. The report appears to be accurate. Yes, Primary HSI is the key phrase. I think any HSI configuration is going to require a heading reference from somewhere. When referring to the GI-275 generically, Garmin refers to it as a MFI, multi function instrument. MFD or multi function display is more specific. From the report, it seemed as if the pilot believed the HSI would display an ADI page but it was not configured to do so. The first GI-275 was installed in June or July as a Primary HSI with an ADAHRS and backup battery. In this configuration, it is only and will only display an HSI or an HSI with map. It will not in this configuration revert to an ADI. The second GI-275 was installed months later as a Primary ADI with an ADAHRS and backup battery. In this configuration it is only and will only display a ADI, nothing else. Since the Primary HSI was not (but could have been) configured as either a Standby ADI/HSI or Standby ADI/MFD, other standby instruments were required and a revisionary switch was not required.
  14. I couldn't find a schematic for the trim circuit. Anyone? For now focus on the connections from the trim switch to the trim switch relay.
  15. South to FCI you’re going around CLT, GSO or RDU unless at 3 in the morning. Try FCI TYI BXY. Did you go for the open house? I used to go there when it was W98 and the phone was mounted on a pole beside the building.
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