bradp

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bradp last won the day on August 3 2018

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About bradp

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    KILM
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    M20J

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  1. No software updates without need for recalibration unless the original calibration wasn’t done to spec. In that latter case, the calibration would need to be redone
  2. Could be a source for pre-ignition if the insulator fails. Better than a 2k+ cylinder
  3. @Bob - S50 did you do the yaw damper? @81X your J has it correct? I got my two final quotes that I’ve been comparing. Both 16.5amu for three servos no yaw damper. Both shops say it’s not needed. I wanted to ask your advice for a med body before I commit to my feet on the pedals or on the floor.
  4. 1) what software version are you using? Pre 2.6* there was a issue with the algorithm where vibration / turbulence could result in a slight bank / erroneous 2) 95% of these issues outside that software versioning have to do with the calibration procedure having not been done properly when the original installation was done. 3) rarely the AI would show a degraded mode if GPS aiding was not available. 4) enable logging /debugging if the issue persists. 5) Your rigging is correct? If flying in a skid an AHRS derived AI can show a lean. I haven’t heard about this with G5’s, only have seen it with portable devices so chock this one up to theoretical only. Check the software version and verify that the calibration procedure was done according to the STC (should be written down in the AFMS). Then go from there. Edit: looks like it was software version 2.6 as per below.
  5. I like the zulus but my daughter kept on stealing them, so I found a pair of used halos and they have been great. They are my go to because I am just less fatigued wearying them.
  6. There was mention of a pilot incapacitation detection as a future feature with the garmin autoland video. There would be ability to detect alarms such as cabin altitude - hypoxia and incapacitated the plane lands for you avoiding terrain and alerting ATC.
  7. All the electric gear moonies are just Johnson bar moonies minus the bar and plus an actuator motor. All three gear are interconnected.
  8. I’ll have to do some math but it may be that the diffusion gradient becomes negative - ie you lose oxygen from your blood with tidal breathing at those extreme low partial pressures of oxygen (ie high altitude)
  9. My sick kids get about 15-30 seconds despite pre-oxegenation. They wouldn’t do too well at FL-210. Low FRC is the pits.
  10. Second source and continuous pulse ox would be an absolute requirement - D tank or whatever - if I were to spend time in an unpressurized vessel above 17k.
  11. Look at my old trim thread for some guidance on how the system works and there a scrap of paper I scanned in that shows the button wiring diagram. Common issues include the switch. Relay can go but it’s a pretty robust old school relay, so less likely. If /both/ the yoke switches are inop it’s either the power source, the relay, or the probably auto grade non OEM switch between the two yokes. Worse case is the trim motor is burned, but I’d expect this to have tripped a breaker before burning. You could very well have lost power / ground to one of the components up to and including the motor. Get friendly with your voltmeter and you can trace where the issue is. If the trim system is operating, and the manual wheel is “stiff” it should have popped the breaker. A key step to the troubleshooting is do you hear a relay click when you engage At some point someone modified your trim setup to do the dual switches This is not OEM and kind of unnecessary as well as creates more hassle. You should have the copilot switch removed. There should also be a breaker switch or a manual throw switch that turns the whole system on / off for the 1977 century II system. The good news is you have an extra trim switch! Anecdotally, I had a breaker keep popping and it turned out to be a shorted solder on the switch. Resoldered the contacts and all was good. The key was that the relay would intermittently engage with the switch depress, but at a certain rpm / cowl flaps open there was enough vibration to short the switch / no more relay : breaker pop (only in flight, which made troubleshooting more difficult).
  12. My avionics guy is out of RS-232 ports on his 430W. What is the benefit of connecting it to the navigator?
  13. I went with a used GNC 255 that I’m installing right now. I considered the GNC 355 but decided that if my primary navigator goes down, I just want something that will give me the ability to shoot an ILS. If I have an emergency I’m most likely headed to a big airport that commercial jets fly in. They have ILS. That’s not going away any time soon.
  14. Enable the data log. Check your GPS source (antenna internal, external, connected navigator). Sebd log to garmin engineering if it persists and troubleshooting no fruitful.