PTK

Does anyone have any experience with the brand new Kelly dual mag? from their website... In 2018, KAES introduced the completely new manufacture D2000/D3000 magnetos featuring 100% new parts. Kelly takes pride in that we support 25,000 owners of engines with the Dual magneto and we provide a magneto with numerous key improvements over the original D2000/D3000 magnetos. All aluminum frame to replace troublesome magnesium frames. The aluminum frame is stronger, longer lasting and far less likely to crack or corrode like the original magnesium frames. All new distributor block and gears. Thousands of these parts have been installed with tens of thousands of flight hours accrued over the past 20 years. All new coils, condensers and contact points.

Don’t mention it!

That's called 1/2 ATI instrument cutout.

In cruise they do nothing but add drag which for a given angle of attack reduces the aerodynamic efficiency of the wing. Putting them on a beautiful Mooney wing is stupid imo.

You can wash the filter element really well in a small bucket with mineral spirits. Then put a strong enough magnet under the bucket and decant the liquid while gently agitating it. Anything left on the bottom of the bucket has to be ferrous material and can be easily quantified.

The single most important thing is keep CHT’s cool, <400° F. I suppose avblend doesn’t hurt anything but high CHT with overly rich mixtures definitely does. In my mind the question is not if avblend hurts anything, It’s 99% mineral oil... and at a cost of 43$ per quart, some real expensive mineral oil! That’s more than 8 times what my Aeroshell 15W50 costs! Mineral oil is what our engine oil is made of. So of course it doesn't harm. But that’s not enough for me. The real questions are: does it help? and if it does how can you verify? I’m not at all convinced that it does anything useful. The fact they were sued for deceptive advertising and had to settle a 1 mil $ lawsuit doesn’t help either.

And this is perfectly ok. In fact I prefer it! For the cost of these things I want the manufacturer I select to have full control and responsibility for their OWN products. I don’t want to be in the middle of the blame game if something doesn’t work properly. If this means sticking with the same manufacturer for everything it’s perfectly ok. I prefer it actually. Garmin happens to be the manufacturer who is at at the forefront with lots of options and their products integrate flawlessly. It is not their responsibility to be concerned with other manufacturers’ products and how they interface or not. That is the responsibility of the other manufacturer.

Please do elaborate.

I was referring to usable fuel. The unusable doesn’t enter in the calculations. My question was is there's a minimum usable level? iow, is 100% of usable actually usable? Referring back to that M20K accident I mentioned, where did that 7 gal total that was drained come from? Was it part of the usable that couldn’t make it to the pickups or part of the unusable?

A fridge, a grill, beer, a couch and a couple recliners. The basics.

About six years ago there was an M20K that ran out of fuel and crashed a mile short of the runway at GED. Engine stopped on the base to final turn. According to the report 7 gal total fuel was drained out. No mention how much in each tank. I always wondered is there a minimum fuel quantity below which the engine can run out of fuel in a bank or otherwise? My POH makes no mention of anything related to this.

I have a very serious problems with this Anthony! Flaps should be used as needed and as much as needed. They should not be used early and indiscriminately. As if to check them off the checklist and get them out of the way! Do you need flaps on a gusty day for example? If so how much? Drag increases as more flaps are added so full flaps add maximum drag. Which leads to the other problem I have with your “...no big deal...” Adding flaps can be a very big deal and not so benign when done at the worst possible time, which is on the base to final turn. This introduces unbalanced drag when low and slow which leads to an uncoordinated condition. For anything more than takeoff flaps the drag increase overwhelms any lift benefit. Your adding “too much flap in too early is no big deal” is inefficient, wasteful and, at the wrong time downright dangerous.

Cooling in our engines depends on airflow through the cylinder fins. This airflow requires energy which is provided by a differential in air pressure above and below the cylinders. Higher pressure above. This higher pressure above must be maintained and not allowed to drop. It can drop if you have leakages between the top and the bottom. Controlling leakages is all a function of baffling. When baffled properly there’s very little space between the cylinder barrels and fins. It doesn’t take much leakage to throw this off. i.e. to bypass the fins rather than go through them. Based on your description I would say a major contributing factor is leakages. Granted it’s not uncommon to need cowl flaps in the summer in climb at or near gross. But cowl flaps are there to improve the air flow and carry heat down and out. They cannot recreate nor can they optimize proper air flow. (i.e. through the fins) if its not there because it is compromised by baffle leaks. In other words that pressure above the cylinders needs to be maintained higher than below and the airflow needs to be going through the fins. That’s optimal and efficient cooling. I would really have someone look at your baffles carefully. Both flexible and inter-cylinder baffles.

You make a valid point that increased monitoring and customer feedback would help. But to be fair, in this case the op brought in his own used equipment and made an arrangement with the shop to install it. I don’t think Garmin or any other manufacturer can be held accountable. They have no jurisdiction over the shop for anything other than their own new equipment. This is an arrangement solely between the op and the shop.

What performance gains? Why do you feel you want to lower CHT’s? How high are your CHT’s? There are certainly better and appropriate ways to deal with engine cooling.

@MATTS875, based on my experience with mine this is how it works: The device wifi needs to be setup with the 510 and paired via BT to the 345 the first time. Thereafter Garmin Pilot will connect automatically to wifi for database transfer. It will give you a message on the GTN. Once transfer is finished it will automatically drop the wifi and switch to the BT and 345 for ADS-B weather and traffic.

Did you lose the deposit?!

What is the history of the switch? Is it new? Can you send me some pics?

Which one do you have, -1 or -3 ?

The parts manual lists the Janco ignition switch as 97-2273-1 but I’m only finding it as a 97-2273-3. Does anyone know the difference?

Don, I assume prior to GFC500 you had the KFC150 with vacuum KI256 and then the GAD43(E)? If so would you mind commenting on any differences you noticed in the autopilot between the vacuum ADI and the GAD? In other words does the GAD make a noticeable difference over the vacuum attitude reference? Was the KFC any different or “better” in your opinion with the GAD? I’m in a similar dilemma in that my KFC150 is in perfect condition. If it was asking for money that’s one thing but its not and I just can’t justify replacing it. Thanks

This info will not even be sent to a GTN if connected! The GI275 will send this info to a D2 watch if bt connected to the watch. Not sure what Garmin’s logic is here. If there's a good reason I’d love to know what it is! Surely they can display this info just as they do on the G5.

I’m aware of the ADC in the units but was asking about displaying the info. The units configured as HSI or ADI cannot actually display TAS and wind speed/direction. This info can only be displayed on MFD configured units. This is a small limitation but a limitation nevertheless.

Does the GI275 provide TAS and air data? I know the G5 (with the GAD13) was updated to provide wind speed and direction in the HSI and TAS in the pfd version. Does the 275? Thanks.

Thank you for that Clarence. I was trying to differentially diagnose it among the regulator, filters or pump. On today’s flights it didn’t flash. Go figure!