Ulysse

Many thanks for the replies

Hello Is the annual valid until it's anniversary date or the last day of the month it was performed the previous year?

Many thanks for all the comments. Because of the UN TFR, no IFR training possible. I could fly a cirrus sr20 from KCDW today and shoot some approaches outside of the class B at a very very busy non towered airport. I am glad it was VMC.

It will be in a school aircraft. Actually, the main objective is just to fly in the US, in particular in the New-York airspace, so I thought I may as well combine this with some IFR training

Yes Manhattan. I thought it would take around an hour to get to one of the GA airports around NYC. I can leave early in the morning and be back by 2pm.

I will be traveling to NYC for a few days and will have every mornings free. Any suggestion on a school/CFII to practice IFR flying?

Density altitude was about 2000ft. It happened once again, this time reaching the parking.

That was me. Unfortunately, it happened again, so the problem is still unsolved. The magnetometer is in the tailcone. This issue can cause your attitude indicator to become unreliable if you have a Garmin panel. See @PT20J's post on the topic "g5 as backup of g3x -> GFC500" about this. I am scared of flying in IMC now until this issue is solved. Please do let us know if you find the origin of the problem.

this is good to know. thank you Great idea. I am going to order one too

This means that if the magnetometer fails then both the g3x and the G5 are affected and become potentially unusable? This is scary. So if the GDU is switched off, there will be no Bluetooth, thus no way of getting the engine parameters?

Thank you very much for the detailed explanation of the g3x/g5 /gfc500 interaction. I will try to disconnect the GSU and then the GDU next time I fly to check if I can run the AP from the g5. One big issue in disconnecting the GDU is that I would lose my engine parameters since I have EIS. I think garmin pilot can display engine data but I don't have Pilot. Is there a standalone software that could do that ? I suppose switching the GDU off would not affect the EIS except that it would not have a display. Although the error message I was getting conistently was "AHRS magnetic anomaly" which would suggest something wrong with the magnometer, why would this fault affect the attitude indicator which displayed absurd situation like high angle descent and turn to the left etc ? Could the AHRS in the GTX 345 displayed on an ipad be used for this purpose?

I am wondering: why does a magnetometre issue affect the attitude indicator on the g3x?

In an aircraft with g3x + G5 as backup, how do you switch from g3x to G5 to drive the autopilot if you suspect the g3x AHRS is faulty?

It happened again for no apparent reason. I was in IMC, the gfc500 went crazy, the g3x heading and attitude display made no sense and this is the moment where you wish you had a good old gyro. I canceled my flight and landed. Moved some stuff in the bagage compartment and the hatrack (my magnetometer is behind). Made a test flight. It happened again for a very short moment but the rest of the flight was fine. Any suggestion on how to handle this problem?

Follow up on this topic: It seems that the problem has been solved by moving a small toolbox containing one screwdriver and a spanner from one side of the hatrack to the other!

is there an FAA office I could contact in order to get an official answer?

I'll be more specific: I am looking at an airplane which mounts an aftermarket propeller which does not have an STC for this specific model/engine. The aircraft is currently on a foreign registry with a local approval. I would like to know if this plane can be considered as airworthy by the FAA and if it can be registered on the N registry and receive a certificate of airworthiness or if I should consider replacing the propeller before presenting the plane to a DAR.

Hello, I am looking for the FAA regulation which clearly states that if an aircraft is equiped with a non STCd component (e.g avionics, engine, propeller etc) then that aircraft is un-airworthy and therefore cannot be granted a CofA Thanks in advance for the help

So the idle behavior changes when the engine is hot? Because before takeoff, I check the idle and it is around 750 RPM. My mechanics also suggested to investigate the injection system. However, I check this as part of the runup and i usually get 40RPM increase. I'll check this. It idles at around 750RPM I didn't know that. You taught me something! One extra piece of information: I noticed in flight that the cylinder #1 CHT was significantly lower than the 5 others: around 290 while all the other cylinders were around 340 on average. Is this relevant?

No, full rich on downwind

TSIO 360 SB

Today, upon landing after a 4h flight, my engine quit on the runway. The hot start procedure did not work and I had to prime a little to get the engine to restart. The landing itself was smooth. Both tanks had more than 10 gal of fuel, so it cannot be starvation. I flew LOP at about 60% power and all the engine parameters were fine during flight. Any idea on what could be the cause?

Strangely, it happened repeatedly on a 4h flight on Thursday. On subsequent flights on Friday and today, respectively 2h and 4h long, it never appeared. Could it be the influence of the content of the baggage area?

Happens only in the air, and it seems to be random. It can happen in uniform level flight. The magnetometer is located in the back, where the oxygen tank lives.

I have this message in my g3x. Is this caused by something integrated in the g3x itself or a separate part of the system?