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PT20J

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Everything posted by PT20J

  1. I use Auto Switch, but my SOP is to always verify that I have the appropriate nav source as soon as I am established on the final approach course. That’s good to do whether you use Auto Switch or not.
  2. Can you describe the “interference”? Are the jacks tight when you plug the headset in? Does it do this with another headset? Have you tried cleaning the headset plugs? I’d clean everything and try bending the jack contact that contacts the plug tip a bit to get a better connection.
  3. If you cannot access the nut on the back with an open end wrench, McFarlane has a tool for that.
  4. OK, but try this Auto Switch off. Be on a feeder route headed to an IAF in NAV with the CDI on GPS. Hit APR. Switch the CDI to VLOC. The CDI is off scale. What can the autopilot reasonably do? It’s got to go to ROL. Only if you wait until you are within a dot of centered on the localizer will it capture.
  5. McFarlane told me the best way to do this is to send the originals. Then you will be certain to get the right part. Have you tried adjusting the tension? You should be able to loosen the nut behind the panel and tighten the nut in front of the panel to increase pressure on the gland.
  6. Actually, I think it is the other way around The G5 Pilot's Guide (Rev J, p 65) states: "If the following occurs, the autopilot reverts to Roll Mode (wings rolled level): Approach Mode is active and the Navigation source is manually switched." This makes sense for a couple of reasons. First, unlike most other autopilots, there is no difference in lateral mode operation between NAV and APR modes. APR merely enables the GP/GS. So LOC and VOR approaches are flown in NAV. If APR arming affected whether the autopilot reverted to ROL, then the behavior would be different for a LOC and an ILS. Second, one feature of Auto Switch is that the GTN makes the switch gradually to avoid any "needle jump" which could cause the autopilot to roll abruptly to re-center the needle. This doesn't happen when you switch manually.
  7. Don’t confuse the Steep Spiral with the Emergency Descent. They are different Tasks in the ACS.
  8. Just do it as described in the Airplane Flying Handbook - that’s what the examiner expects. Idle power, best glide speed, steep bank not to exceed 60 deg. You won’t need gear or flaps.
  9. That's the problem with automation. It's very confusing if something doesn't work. And most of this stuff works 98% of the time and when it doesn't I usually don't know why. Sometimes I can figure it out later; often not. And, it is a big distraction to try to figure it out during the flight. I think it is a good idea, if choosing to use it, to set a limit by which point if it hasn't done it's thing then you do it manually.
  10. That works fine for vectors because you are in HDG with APR armed. If you are on a GPS leg to an IAF, you can hit APR at any point and auto switch will make a seamless transition from the GPS to VLOC. I you don't have auto switch enabled and change the CDI to VLOC manually, I think it will cause the GFC to revert to ROL and you will have to hit APR. Not a big deal if you are expecting that.
  11. The problem with Garmin support is that sometimes I get wrong answers. They should hang this up in the tech support area:
  12. There is nothing special about that wire - it is just a length of 22 AWG aircraft wire with appropriate terminations. Wiring labels are explained in the chapter 91 of the service manual: 21 = 14V DK = Instrument, fuel pressure 01 = first wire in sequence (this will increment every time the circuit passes through a connector) A = configuration 22 = wire gauge The higher initial reading when installing the new transducer may have been caused by compressing the air in the line. A restriction in the line will slow the response (that's how snubbers work) but will not change the steady pressure reading.
  13. According to the troubleshooting section in the Service Manual, the pressure gauges should read full scale when disconnected from the transducer and zero when the transducer wire is grounded. I would try this with both the fuel pressure and oil pressure gauge and see if they both act the same.
  14. If it's not the transducer and it's not the wiring, it must be the gauge. There must be some used ones available with all the people pulling them out for engine monitors,
  15. If you activate the Missed Approach on the GTN before the MAP, it will switch the CDI to GPS (if it was in VLOC) and navigate along the final approach course to the MAP and then navigate along the missed approach track. This should not change the GFC vertical mode. I'm not sure what the lateral mode does. I think it would revert to ROL if the CDI was VLOC because of the navigation source change. It might also revert to ROL in any event to prompt you to hit NAV since it might have been in APR. If you do not have the Go Around button connected to the GTN, pressing it only affects the autopilot causing it to command a wings level climb. If the Go Around button is connected to the GTN as well as the GFC, pressing it before the MAP should cause the autopilot to command a wings level climb and should cause the GTN do the same as if you initiated the missed approach from the GTN.
  16. Sometimes you might want to activate the GTN missed approach, but not the autopilot Go Around (TOGA). If you miss early on this approach you may need to descend rather than climb. The KBFI published missed approach procedure underlies the KSEA final approach course, hence the altitude restriction. It’s important to plan this sort of thing during preflight planning and to review it during the approach briefing.
  17. Thanks, Don. That's how I thought it worked, but I couldn't find it in the documentation except a statement that the altitude bug has to be set at or below the lowest altitude constraint that kind of implies it.
  18. The Garmin avionics can be confusing because the documentation doesn't usually explain the underlying theory of operation and also because Garmin avionics can be used in a variety of configurations and with different installed options. One thing to keep in mind is that the GTN is ALWAYS a GPS navigator. Even on a VOR or ILS, the GTN is using GPS and the missed approach is always GPS. The GTN includes a Nav receiver, and if you switch the CDI to VLOC the external CDI will display the VOR or ILS and the autopilot will track it, but the GTN is still using GPS and that's why the map course line is magenta and the distances are valid and why the GTN presents a splash screen when you select a non-GPS approach warning that it is advisory only. In other words, the GTN is not supplying navigation, the Nav receiver within the GTN box is supplying navigation. Also, the GFC 500 requires a valid GPS source even to fly a ILS or VOR approach. In my airplane, I have a G3X, G5 and GTN Xi. If the GTN fails, the G3X GPS will drive the autopilot and if the G3X fails the GTN will drive the autopilot via the G5. It would be good to make sure that any installation has more than one GPS source.
  19. Let’s say you are on a GPS flight plan with the autopilot engaged in NAV ALT at 8,000 ft. Ahead is waypoint A with an altitude constraint of 7,000 and waypoint B with an altitude constraint of 5,000. You are cleared to descend, pilot’s discretion to 5,000. You set the altitude bug to 5,000 and hit VNV and the autopilot captures the vertical track at TOD and descends and crosses A at 7,000. At this point, you are told to cross B at 6,000. If you set the altitude bug to 6,000, will the autopilot stop the descent and switch to ALT at 6,000?
  20. What I need is a post flight analysis tool that tells me what setting I got wrong or button I failed to push at the appropriate time when the automation doesn’t do what I expected
  21. Details of the servo trim chain tension are in the autopilot installation manual. If it is a KAP/KFC 150, it is supposed to have only 1/4” deflection. The trim carrier bearing (again, if you have a B-K autopilot) should be lubricated per the maintenance manual. The boot covering the jackscrew is pretty tough. Run the trim all the way nose up and remove the 4 tiny screws at the forward end and slide it back. Clean all the old grease off with solvent and apply new grease.
  22. Don, I marked up your scenarios to show what happens if the Remote Go Around is connected on the GTN Xi:
  23. If they don't retract, there is some mechanical problem and you will need to remove them to figure out what's going on. The devices are very simple -- it will be obvious. If you need to send them to Precise Flight for repair, be ready for sticker shock. There seems to be two issues with lubricating these thing:. 1) they never get lubricated, or 2) they get lubricated using the theory that if a little grease is good, a lot must be better. When Precise Flight overhauled mine, they came back all cleaned up with a little dab of grease on the worm gear. It doesn't take much. Too much grease just makes a mess and attracts dirt.
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