PT20J

I’ve never quite figured out Garmin’s part numbering system. My GSU 25D is listed on the invoice and in the logbook entry as a 011-02929-51. But, in the warranty records, it’s listed as a 010-01071-51. In most configuration management systems, the first digits denote the level of assembly. So I assume that the 010-number is the basic part and the 011-number includes the basic part plus whatever ancillary components are necessary to complete the installation, but I’m not certain. Also, the last part of the number would likely be the version. The 011-02929-56 was supported beginning with G3X version 9.00. I have no idea what the difference is between a -51 and a -56 but it must have required a software change.

Very nice.

I was talking to Don Maxwell a week or so ago and mentioned the nose gear repair and he told me they bought a heat treatment oven and can repair a nose gear for $1200.

Forgot to mention it is attached to the accessory case where the mechanical tach cable would attach.

It only takes a dab of grease and you can do it from the top without removing the cartridges using a coffee stir stick. The problem with the speed brakes is that they are exposed to the elements and some of the electrical parts are not hermetically sealed.

These removed from my 1994 M20J and are for sale at Skyman Avionics 541-604-9573. Equipment Manufacturer Model Part Number Serial Number Mods Install Date Notes Audio Panel BendixKing KMA 24 066-1055-003 100689 1,2,4,5,6,7 6/30/1994 with tray KAP 150 Attitude gyro BendixKing KG 258 060-0020-01 12847 1-6 6/30/1994 KAP 150 Flight Computer BendixKing KC 191 065-0054-03 32144 6-11,13-16 10/7/2020 28V, with tray KAP 150 Pitch Servo BendixKing KS 177 065-0050-04 3799 1, 3 6/30/1994 KAP 150 Roll Servo BendixKing KS 178 065-0051-01 4977 3 6/30/1994 Intercom NAT InterVOX AA80-001 11423 6/30/1994 Stormscope Antenna + 24' cable BF Goodrich WX-900 78-8060-5970-1 FNA02402906 6/30/1994 Includes gasket and doubler Analog converter unit Aspen ACU A-05-112-00 1959 6/17/2019 Vertical Speed Indicator United Instruments 7000 3F932 6/30/1994 Vacuum Gauge UMA 3-310-55 A6433 6/30/1994 True Airspeed Indicator Sigma-Tek 820308-535 EA5175-10PTL-MON T34729A 6/30/1994 Clock Mid-Continent MD89 599 6/30/1994 Standby Vacuum Pump Aerosafe Guardian I 2371 6/30/1994 Fuel Senders Mooney 2 ea 610242-1, 1 ea 610242-1,610242-3 6/30/1994 Right 2 check good. Left 2 rheostats have dead spots. Vacuum Regulator Airborne 2H3-39 5AJ 6/30/1994 Vacuum Filter Airborne IJ7-1 Tachometer B&D 880039-515 0520-003L8 A01311 6/30/1994 Tach Generator B&D 880053-501 6/30/1994 Hour Meter B&D 880035-507 0540-007 A01263 6/30/1994 H/W ver 02. Works with B&D tachometer Altimeter United Instruments 5934PA-3 7J930 6/30/1994 OAT Gauge Sigma Tek 169BP 169BP-910-1LBW T72385A 6/30/1994 Manifold Pressure Gauge United Instruments 6414 2669 6/30/1994 Code D.46 Oil Pressure Transducer Kulite APT-154-1000-100PSIG 5/31/4720 6/30/1994

It’s either the gauge, the tach generator, or the wiring. I’d check the wiring first. If that isn’t the issue then I’d replace the gauge because it’s fogged anyway. If that doesn’t do it, then that leaves the tach generator. This tach also drives the hour meter if you are still using that.

If you want yo replace it, Skyman Avionics has the one I removed for sale. info@skymanavionics.com

IAs I’ve dealt with are not overly concerned about enforcement. However, they take their responsibility to follow the rules seriously and genuinely try to do what they believe is correct. They wouldn’t sign a check if there wasn’t money in the bank, and they don’t want to sign a logbook if they think the maintenance isn’t legit. The problem is that a lot of the rules are subject to interpretation and reasonable individuals can have different interpretations.

Jack points. Remove the wing tie downs and insert them in he holes between the wing and the jack cup.

There is no MEL. The Kinds of Operation Equipment List in the Limitations section of the POH/AFM is the FAA-approved list of required equipment. (Note the footer on the pages in the limitations section). If it's not required, just deactivate it and label it inop. It shouldn't be too difficult to have cables fabricated if you remove the originals. I'd talk it over with my A&P first so that he/she is comfortable with the replacement plan.

That is the drain for the boost pump. Fuel dripping there means an internal seal is leaking and the boost pump needs overhauling. The similar drain for the engine driven pump is a rubber hose that comes out the left cowl flap along with the crankcase breather, sniffle drain and maybe a vacuum pump outlet.

I think if gear operation either up or down is delayed, it is most likely the plunger. I’ve has two cases where the gear never retracted. One was a bad relay (identified by tapping on it while on jacks which caused the gear to operate) and the other was the up limit switch or maybe the plunger. I replaced both relays the first time and cleaned the plunger and replaced the switch the second time. The down limit switch differs from the up limit switch in that the plunger is integral with the switch. It is probably less likely to get gummed up compared to the open design of the up limit plunger. Just don’t lube these things - it will attract dirt. A shot of contact cleaner is fine if you find them sticking.

ADS-B IN surveillance (i.e., "traffic") is really a collection of related services. ADS-B provides air-to-air traffic information without any ground infrastructure involvement. If you have a 1090ES receiver, you receive traffic from proximate aircraft transmitting ADS-B OUT on 1090ES. If you have a UAT receiver, you receive traffic from proximate UAT equipped ADS-B OUT aircraft. If you have a dual band receiver, you get all the proximate traffic from all ADS-B OUT equipped aircraft. ADS-R retransmits 1090ES traffic to proximate UAT equipped aircraft and vice versa so that even if you don't have a dual band receiver, you will get traffic for all nearby aircraft equipped with ADS-B OUT. TIS-B transmits data to ADS-B IN aircraft that it receives from FAA radar. This allows aircraft that are not ADS-B OUT equipped to be sent as traffic to ADS-B IN equipped aircraft.

What does the airspeed tape do on the standby instrument when the G3X is acting up? If it’s not doing the same thing, I would suspect a GSU 25D issue. You could try pulling the GSU CB the next time it happens which will disconnect the GFC 500 and cause the G3X to revert to the standby ADAHRS (G5 or GI 275) to see if everything then operates normally. Be aware that if your installation is wired per the STC you will lose the magnetometer and the G3X HDG indication will drift or may revert to TRK. This is because the STC has both the magnetometer and the GSU 25D on the same CB. (I talked my installer into a minor mod to put them on separate breakers). This may not be a bug - it may be an intermittent GSU. If it works on the standby ADAHRS, I would just replace the GSU 25D. The GFC 500 AFMS describes the flashing annunciations here:

Maybe this will help. https://adsbperformance.faa.gov/paprusersguide.pdf

They are supposed to be glued on with a drop of superglue or they will fall off. Just don't use too much and glue the switch shut!

The fact that the yellow range and yellow range + alert can overlap is something I found useful on some gauges. For example the lower yellow range on the oil pressure gauge is 25 - 60 psi. And the lower redline is 25 psi. It's permitted to dip into the yellow arc during idle and my engine goes down to about 55 psi at low idle when the oil is warm. So I set the yellow arc to 25 - 60 psi and and the yellow + alert to 25 - 50 psi.

The hottest part of the cylinder head is usually around the spark plugs, so the spark plug ring probes read higher than the bayonet probe. When I had my EDM 700, I put the ring on cylinder 1 which had a bayonet probe and noted that the ring probe measured 40 deg F higher than the bayonet. Later I installed a 3/8" ring probe on the factory probe on cylinder 3 and it measured about 20 deg F lower than the factory probe which JPI told me was normal since the factory probe is down in a well in the head and the ring is on the surface.

The G3X EIS is highly configurable for gauge ranges and alerts. It has lines (red, yellow, green, cyan, white), ranges (red, yellow, green, cyan, white) and range + alert (red, yellow). Only the yellow range + alert and red range + alert will generate annunciations. I connected the red range + alert and yellow range + alert to the PMA 450B so that yellow will annunciate an audible MASTER CAUTION and red will annunciate an audible MASTER WARNING in addition to displaying a message on the G3X PFD. (The connections are just active low outputs designed to operate an external lamp, but the PMA 450B will sense them and provide the voice annunciation). On the tachometer, I marked the instrument as specified in the POH, but did not set any alerts. I figured any significant overspeed would be pretty easily detectable and wanted to avoid spurious alarms.

My governor was about 2660. I tweaked it because it bugged me, but according to the Lycoming IO-360 power charts, 40 rpm is only about 3 hp. On a McCauley governor, on turn of the screw is about 25 rpm.

I've tried a bunch, but I keep going back to the old ASA Jiffy Hood. It's light, cheap, doesn't interfere with glasses and you can put the elastic band over the headset and easily remove it without getting it tangled in the headset. When I did my ATP/DC-3 type rating check ride, we just wore baseball caps. The DPE said he could tell if we were cheating. Actually, I was so busy I didn't have time to look outside. So, if you are just practicing, maybe all you need is a baseball cap. https://www.amazon.com/ASA-4330256138-Jiffyhood/dp/B003VSCBSC/ref=sr_1_1?crid=33IRP9B4PI68L&dib=eyJ2IjoiMSJ9.EGMD22K9laqaVsMxlumdw4JHQFc5WP9NRFvQ_xjJKUQ.gkqWVn_9_CppC_sQUhVlTMZx3lMLiA_ZPPvkZgT2Y74&dib_tag=se&keywords=asa+jiffy+hood&qid=1732243045&sprefix=asa+jiffy+hood%2Caps%2C791&sr=8-1

The early 201s had a flat left cowl flap and you can adjust it to let more (or less) cooling air flow through it when it is in the close position. The later models like the MSE had a left cowl flap that is shaped like the right one with an opening for the exhaust. So, the MSE will flow more cooling air with the flap fully closed than the earlier models.