PT20J

If the GTX is connected to the G1000 via HSDB, then the Bluetooth connection is controlled from the G1000. If it pairs and doesn't connect it could be a signal strength issue and I would try removing the tailcone access panel and holding the phone near the GTX and seeing if that works.

Hard to say. From what I understand, there is one G3X Touch code base. So, the 9.XX versions would be sequential from 9.00 (9.01, 9.02... 9.41). Since Garmin skips version numbers in its releases, some are likely versions cut for internal testing but not released to the field. Also, some versions in the sequence are released for certified and some for noncertified. The most current certified version is 9.17. There is no noncertified 9.17. The closest noncertified released versions were 9.14 and 9.22. Garmin's release notes are not very detailed and often say something like "General improvements to system operation" which likely means minor bug fixes. So, it's unclear what you would get with 9.41 running in certified mode. The biggest problem I see is that I don't know how Garmin does it's updates. It could be a complete reload or more likely it is a patch. Sometimes it can be problematic to back out a patch to get back to an earlier version, especially if several versions were skipped.

Sort of. When the lever is up the coil spring on the actuator engages the manual gear extension system. This will prevent the motor from turning and if you try to put the gear down electrically, the stalled motor will draw too much current and trip the Gear Actuator circuit breaker.

Did the D99 happen coincident with the AP Fail? If so, perhaps the GSU 25D is the problem rather than the autopilot. Without understanding the design, it's not possible to know, but maybe the "system" referred to in the failure message is the ADAHRS and not the autopilot. I could see the autopilot perhaps wanting to disengage if the ADAHRS was degrading but perhaps not degraded enough to cause a MISCOMP with the standby. Or maybe it is something external that affects both ADAHRS. Were the disconnects in different locations to rule out GPS interference in some location?

g3xpert mainly deals with the non-certified customers and the latest experimental version is 9.41 so perhaps this is something already addressed that hasn't made it to a certified release yet.

Resetting the AP circuit breaker would only reset the monitor AHRS in the GMC 507. This sounds more like an issue with the GSU 25D. You can look at the ADAHRS data in the log (column BQ I think). It should be XXXXXXXX N100 N100 where XXXXXXXX is a code. If the N numbers ever go to D it indicates a degraded status. The G5 can also log to an SD card and it might be interesting to compare G5 logs and G3X logs for the same event. I asked g3xpert what Fail / System not usable means and they said that Engineering has told them that the G3X software should be upgraded to the latest version if that occurs. EDIT: Trek once told me that since the ADAHRS uses GPS aiding, GPS interference can sometimes cause problems with the ADAHRS. A way to check is to look at GPS status in flight and see if you still have 3D DIFF NAV.

Possibly if it is a drift issue. But the failure was not logged as a monitor fault. What does the diagnostic log screen for the autopilot say?

There are two G3X log files. If you turn on data logging in configuration mode and keep an SD card in the GDU, it will log a .csv file for each flight (actually each time the G3X is powered up) with 1 sec updates. The G3X also keeps a internal log that can be exported as a .csv file that appears to have essentially the same data (I have not compared every field) but at finer time resolution. This is a single very large file (it takes several minutes to download to an SD card) and is ordered by date/time, not flights. Here are instructions for accessing it: Garmin_G3X_How_To_Export_Flight_Data.pdf In config mode there is a tile at the bottom right for Diagnostics and if you open this there is a section for Autopilot that will display a log of every error occurrence with a date-time stamp. I didn't see a way to export that, but you should be able to take a screen shot of it if G3X screen shots is enabled.

Nice. One suggestion: I mounted a USB power supply behind the panel (I used a Mid-Continent True Blue power cube, but there are probably others) and then ran a black braided-sheath USB cable from behind the panel underneath the yoke shaft to the iPad. It's out of sight and out of the way.

I'm not disagreeing with you guys, but we know that these things get damaged somehow and I don't know what the mechanism is. Perhaps someone that had one damaged would know what the failure mode is.

I doubt there is one. Trek told me that he was fielding about 150 emails a day. His primary job was to support the dealer network, plus his team was responsible for trade shows. He was trying to be helpful by showing a presence on the various user forums. That took on a life of its own and became time consuming and often not very productive because some members of the various forums mostly like to complain and rant. (check out the G3X thread on BeechTalk). I don't think anyone at Garmin has the time or inclination to get this involved with customers via the internet on a regular basis. They would much prefer that end users use aviation support or go through their dealer network. The best support I have gotten for the G3X/GFC 500 has come from g3xpert because they have the most experience with this equipment.

My airplane originally had a KAP 150. The previous owner had installed an Aspen without the autopilot interface to replace the attitude indicator so I still had the KG 258 in the panel. The Aspen HSI would interface to the autopilot and included GPSS, so the KI 525 and gyro were removed. It worked fine. Will the Dynon also work that way? Also, will the Dynon PFD display the KFC flight director? If not, you'd be giving up using the flight director.

The VEP switches are still manufactured. VEP is now a brand of World Magnetics (www.worldmagnetics.com). With a little calculating you could figure out the OEM part number. 654-switch-veproducts-aerospace-low-pressure-switches-specs-sheet.pdf

You could call Lycoming tech support. Since you have the old vernatherm, you could try swapping it and see if it makes a difference.

Contact Mooney if you really want to know. Mooney will have build records by serial number.

I take your point, but a number of people have reported damaged airspeed safety switches after the pitot-static tests. I’m not sure what the failure mode is. Just a week ago a local pilot related to me that he has the exact same problem after a test. He hasn’t taken it back to the shop yet, so we don’t know what the problem is. I suppose it could just screw up the adjustment which is the tension on a spring, but the kind of spring used would be fairly long with fairly soft coils in order to get linearity and it’s hard to see how it would take a set. But, I guess anything is possible.

IPC shows a 76510 gasket.

From my notes at the Lycoming factory class: #1 cause of excessive oil temperature is vernatherm. It should begin to expand at 150 degF and should be max expansion (>= 5/32") at 170 degF. Also check that Vernatherm doesn't have a break in the seal of the cone to the seat. Other causes: restrictions in oil cooler hoses, blocked airflow to oil cooler, oil cooler needs overhaul due to trapped contaminants.

It's a little confusing from your description to understand what version J you have because you describe it as a 1991 (205/MSE) and also mention lean machine. I believe 205s were only built in 1987-88. MSEs were the last J models built from 1991-1996 but I believe they all had autopilots. The lean machine was built in 1998. After that, the stripped down trainer version (AT) was built in 1989-1991. Since you don't have autopilot or electric trim, it sounds like you have a 1991 201AT. Adding an autopilot is fairly expensive. If you really plan to go Garmin eventually, you will want a Garmin autopilot (GFC 500). The GFC 500 however requires a Garmin PFD (G3X, G5 or GI 275) because most of the autopilot software is in the PFD which is different from most other autopilots where the brains are in a separate autopilot computer. It took my shop a day to remove my old autopilot (KAP 150) in order to install the GFC 500 in my MSE. So that's about $1K labor.

Just do a LOT of homework. Not everything is compatible with everything else - even if you stay with all Garmin. And, verify everything your avionics shop tells you because they cannot possibly know everything and sometimes their advice may be wrong. A lot of owners have been surprised to find that some feature they were expecting was not available in their installation.

That was my point. Might be an obstruction. On early Js the switch was mounted directly on the back of the ASI, but on later Js, it was mounted on a nearby bracket with some intermediate plumbing. But, most likely, it’s a leak in the diaphragm. Could also be something mechanical with the micro switch. But, the switch itself isn’t going to slip out of adjustment by 150%.

The spec is 60 +/-5 KIAS. Kind of hard to see how it would be 150% high without something being grossly wrong. Before cranking on the adjustment, I would check all the pitot and static connections.

Assert log shows the autopilot state is Fail / System not usable when it fails. I have no idea what causes that. I think @Rick Junkin had that failure indication and Garmin was looking into it.

30 hp = 990000 ft-lb/min At a takeoff weight of 3300 lb, that’s an initial climb rate increase of 300 fpm.

Manometers use some fluid with a specific gravity depending on the pressure they are intended to measure to keep the apparatus size reasonable. So, for instance, barometric pressure is measured in inches of mercury. Lower pressures are usually measured in inches of water. For setting the switch, you can just use the indication on the airspeed indicator.