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Everything posted by gevertex
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Very nice!
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I need to dig deeper on this one. The puddle turned out to be water, but I do still get a smell if the right fuel tank is filled to top and sits over night or more. I am due for a carpet replacement, maybe we will find something then.
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Panel Planning with G3X...what would you do differently?
gevertex replied to KSMooniac's topic in Avionics/Panel Discussion
I used https://hangarflying.com/ to help plan my panel out. It's a great tool for playing around with designs. Here is my completed panel. After ~40 hours with it, I love it so far. Everything is easy to reach and visible. I use the tablet to push IFR routings to the GNX 375 which auto fill into the G3X. It's very easy to use. I use the second 7" G3X for a larger map most of the time, and fail-over in case the 10" screen dies. In case of a 10" screen failure I would need a second screen to control my audio panel and radios since everything is remote. GNX 375 is a great deal for what it is. Screen size of the GNX 375 is a non issue for me since I have the 7" G3X, except for flight plan entry. That can be a bit of a pain if you have a lot of points on the GNX 375. Transponder integrates seamlessly with G3X. It also has built-in bluetooth for flight plan transfer and connection with your tablet for ADS-B, AHARS, etc. Autopilot is amazing. I use indicated airspeed mode for climb with altitude select to intercept my altitude. I don't really need the tablet, but it's nice to have to manage the flight plan. I got a 10+ point route from ATC the other day. It would have been a hell of a thing to get into the GNX 375 directly. Only down side. I don't have a nav radio. I haven't missed it so far, though I know many of you would. I don't fly (IFR) with bases under 1k anyway, so I don't currently miss it. Maybe one day there will be a way to add a remote nav/com. -
I’ve been flying it about 2x a week since I got the avionics done. Prop streaking started well after that. Prop is just about new being built in Q2 2022
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Appreciate the advice. This is what I am going to do.
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After a couple hours of operation, it seems to have stopped. Weird.
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This is one blade after run-up and 5x prop cycles. You can see some light streaking on it. This is new. I never noticed any streaking prior.
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Flew to breakfast Saturday and noticed some light streaking on both blades of the prop after the flight. The prop has roughly 30 hours since new and is about a year old. I've never seen streaking before. I took off the spinner to take a look and get some pictures. I wanted to get your thoughts. I ran up the airplane twice and cycled the prop 5 times each time per McCauley's recommendation in Service Letter 1998-24 and did see some very light streaking afterward on one blade, barely noticeable. I cleaned the spinner inside and out before putting it back together. Thoughts?
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Get very comfortable with the airplane before putting in a new panel. The complexity of verifying everything was working properly was compounded for me significantly because I did not know what the airplane's normal baseline was for various sensors. I also had a new engine, so this complicated things further. I love the layout, it's perfect. I spent a lot of time figuring out where everything should go and I don't have any regrets there. I don't miss the lack of a nav radio at all. It'd be nice to have a backup to GPS, but worst case I can still take radar vectors.
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I know others have posted about it, but I was shocked that it actually worked. I took my ignition key to ACE Hardware and they made me two copies in ~5 minutes for $8. Lowes didn't have the blanks. I have the key that looks like a filing cabinet key. Cheapest part on this thing .
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I set it to unrestricted for the flight this morning, seemed to work great after that. No missing traffic that I could detect. Now to figure out this AOA
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I'll check this week when I go flying.
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So then this is possibly a leak somewhere in the engine when the plane is at rest, not something happening while running? The other cowl flap looks the same. I wonder how a localized leak would cover both cowl flaps (just curious).
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I've taken the approach of making sure I am above 6 before takeoff. I don't check the oil after the flight, only before the next flight.
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Question for the hive mind. I noticed oil on both cowl flaps this morning during pre-flight. This picture is from the cowl flap below the exhaust. The other one has a similar amount of oil. The engine can hold 8 quarts of oil, and I noticed it'll loose 3/4 of a quart every 3 hours or so until it gets to ~6 1/4 quarts and from there oil consumption is very low. I flew it an hour at the 6 1/4 qts level and didn't notice any consumption during that hour (I waited until next day for the oil to cool to measure the level). I have heard you should run these engines at 7 qts, but 6 1/4 seems a low place for the level to stabilize. I am still in the break-in period with ~30 hours total tach time on the engine. Any ideas what this is from? Is it normal? I couldn't think where the oil would be coming from under the exhaust. On the other side there are several tubes just inside the engine cover above the cowl flap and IIRC one of them can vent oil.
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Thanks, that is really helpful. I read through the manual looking for references to altitude and found a few interesting things. FIS-B service is provided continuously, but ADS-R including TIS-B will only be broadcast by a GBT when an ADS-B participating aircraft is within the GBT’s defined service volume. In this case, a GBT will only rebroadcast TIS-B information relative to the ADS-B participating aircraft. Only traffic that is within 15 nm lateral and 3,500’ vertical of the ADS-B participating aircraft is provided in the broadcast. Non-participating traffic aircraft located farther than 15 nm laterally and 3,500’ vertically from the participating aircraft is are excluded from the information transmitted by the GBT. I take this to mean that this traffic would not have been rebroadcast by ground stations, so the only way for my Sentry to see it would be Air to Air. But then I saw the below: Full traffic services available for an ADS-B participating aircraft (ground linked TIS-B, FIS-B and ADS-R, and Air-to-Air ADS-B). If you are using the ADS-B receiver on a non-participating aircraft you may still see this when you are within the service area of any participating aircraft. As a non-participating aircraft you are only receiving TIS-B traffic information for traffic within 15 nm and 3,500’ of a participating aircraft. My read on that is as an ADS-B participating aircraft I do not have the 3500' limitation. I read the manual for the G3X touch and didn't find anything on configuring the traffic view to have a broader altitude restriction. Any tips for finding it?
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Hey All, I've flown the panel quite a lot. I noticed ADS-B in viewed on the G3X Touch from the GNX 375. I compared that with Sentry and ForeFlight. I found the G3X is sometimes missing some targets on the map. The avionics shop chalked it up to a software issue, reloaded the software, and promised to look at it again if I continued having issues. They also mentioned that the G3X could be combining targets in a similar area. Interested to hear everyone's thoughts as none of this seems right to me.
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I know the feeling. I had about a half dozen of those until the engine was finally ready.
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Yes, I always run full rich for mag checks. I only leaned for ground ops and to clear a suspected fowled plug. Subsequent runup was at full rich and checked ok. When you say checking mags while lean will give me exactly what I saw, do you mean the excessive drop or fixing the excessive drop?
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Left mag dropped 130rpm Right mag dropped 200rpm limits are 175 drop and 50 difference between both.
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Good luck! Have fun!
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Took way longer than anticipated in my case. If you truly haven’t been in the left seat in a year, highly recommend getting with a CFI beforehand and or bringing a CFI with you for your inaugural flight. If it were me, I’d hate to have a problem with a new engine and be a year out from my last flight. In my case, I hired a CFI to do the initial test flight and brought another CFI with me on my first flights after a long time not flying. I wish you luck, it’s exciting getting a beautiful machine like our Moonies are back after a long time down.
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According to the logs, they were cleaned and gapped at annual about 20 hours ago.
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Good point. I'll pull the cards and look at the data next time I go out to the airplane.