jetdriven

The signal is generated in the navigator. It is sent to the CDI, which simply indicated full scale needle deflection at 500mv. If you tee the wire off the back of the navigator or the CDi it’s the same thing.

It’s not ARINC429 the Britain takes. It’s the ARINC standard 500mv analog +L and +R. 429 is a digital data bus

Yes, you want to hook pins five and six to the Britain, this particular schematic does not have a heading input. This just sends needle position to the auto pilot which turns towards the needle to keep it centered. Regardless if you have a G.I. 106 indicator, a G5, or no indicator at all, this function still works because it takes the main output from the navigator to track the magenta line.

The heading signal comes off of the DG or HSI.

The Britain autopilot is driven off the main analog +L and +R outputs. These generally are sent to a CDI indicator. But the signal is spliced to the Brittain first. So, WRT course tracking, the G5 is irrelevant.

I think the AV30 is also a DG, it does not have its own native heading source.

To be fair here, if you're flying over mountains in a single engine airplane, regardless of icing, the outcome of engine failure is going to be the same

It's like adding 50% more engine

No to future paint jobs, don't have straight lines running across the bottom of the tail where it looks dumb ass if it's trimmed outside of the normal range.

The panel- mounted checklist seems to work pretty good

I still occasionally get error 45 storm scope inhibit. But since converting to LED Nav and strobes an LED Beacon, it lowers the the total amp draw, now it basically stays below 30 amps which is what triggers this.

Yesterday we pulled the lifters out of a TSIO360MB for a pre-buy. MB stands for Mo Betta. It is a life-changingly better design. Everything a turbo six banger should be . Anyways you guys oughta consider an engine dehydrator because every lifter had corrosion on the side and pitting on the face. This guy was lucky, it’s gonna roll on. But not all are lucky. So back to audio noise. I do not know if it’s the PMA8000BT audio panel, or the area 660 feeding into that is the problem. But here’s the thing, the newest gtn750 update has terrain advisory callous, so you do not need an audio input from the aera 660 to the audio panel. So cutting that should Eliminate the ground loop noise perhaps. It’s noticeable, but very subtle. But it’s not gone.

they specify that on the later models. But on the earlier models they specify BA1706 which is made by Brown Aircraft seals, but they make it out of some thick rubber and it's permanently crushed flat and they don't seem to have any solution for that.

Well he was complicit in his death. That was a factual report, perhaps you could read the relevant sections. The fact he sells used parts and flooded aircraft on here makes it relevant. Maybe you're not aware of that. But anything to make a buck, to some folks. from the report: "Before departure on a ferry flight, both previously damaged propellers were removed and replaced. An incorrect propeller was installed on the left position by a person with a revoked mechanic's certificate..... According to Mark W. Trent, he is a friend of the accident pilot and is not a FAA certificated airframe or powerplant mechanic. On the day of the accident, he was a passenger in another airplane occupied by the accident pilot and the accident pilot's father. They flew to the Panama City Airport and as later determined by Air Traffic Control, landed at 1311 hours. The replacement propellers were in the airplane with them. After arriving, he observed the accident airplane parked on the ramp; the accident pilot's father removed the left propeller which had been previously damaged, and installed a replacement propeller on the left engine, with the help of the accident pilot. Mr. Trent removed the right propeller which also had been previously damaged and installed a replacement propeller on the right engine, also with the help of the accident pilot....... The accident pilot's father made a verbal statement to the National Transportation Safety Board (NTSB) investigator, on May 3, 1999, that he inspected the airplane for the flight and made an entry in a booklet that was with the ferry permit paperwork in the wreckage that he inspected the airplane and it was safe for the intended ferry flight. He was advised that the booklet was not located in the wreckage and was asked to duplicate the entry that was made and to send it to the NTSB. He stated that he would provide a duplicate of the entry. On May 10, 1999, he was asked to send a duplicate of the entry that he initially reported he made in the booklet. He offered a nebulous statement that he would be fined by the Federal Aviation Administration (FAA) $250,000.00 whether he did or whether he did not provide to the NTSB a copy of the duplicate entry. He was asked for the entry; he refused to comply, and referred further inquiries regarding the duplicate entry to his attorney. On June 7, 1999, a statement dated June 5, 1999, reportedly signed by the accident pilot's father, Jerry Pressley, A & P certificate number 237587185, was sent via facsimile to the NTSB office located in Miami, Florida." other stuff

Sure !

Yes, we see this when the 500Txi boots up, it’s syncs the 275 heading to the 500 heading. It does this through the HSDB ethernet connection. The 500 TXI has a GMU44, while the 275 has its own internally powered gmu11. And they differ by 1° or even two. But as soon as this 500 TXI is online. Bang they synchronize. They also synchronize is the altitude bug air speed bug heading bug altimeter sitting. Those things

Yep. Fwiw the 275 syncs heading to the TXi and it powers the gmu11 by itself through the battery pack. A nice addition but it’s expensive compared to the g5

It’s not timed out, per se, because there are no life-limited parts in the engine. But that is generally how this goes, you send the engine off, they take everything apart and measure it, machine it to an approved dimension, and then reassemble it with new bearings, washers, seals, and gaskets. and you are right, only the factory can take a bunch of parts that are not new and call them zero time. Probably because they have no way to establish how much time is on each individual part which came from something else.

You can take it up with the FSDO but they want you to work at a shop under supervision of an A&P who is immediately available for consultation in person. Plenty of guys over on vans Air Force have tried taking the builders logs into the FSDO and were told no. And you know these guys spent thousands of hours building these planes and they’re high quality as well, I’m not saying I agree with I’m just saying that seems to be their interpretation.

The gi275 has its own heading via GMU11

You may get the door pried open, but you’re not kicking any windows out, now if you have a special tool such as a fireman’s pick ax and you hit it 50 times you might, but those windows are a lot tougher than you think they are. I retrofitted my Baggage door to the 1978 and newer style, which has an interior release handle. However, I don’t lock the door anymore, because if the handle closes flush there’s no circumstance where it can lift itself. However, after talking with the doctor who’s friend crashed a Mooney on the runway and it ended up upside down, the cabin door would not open. but somebody else came along, got the baggage door open and got them out.

It doesn’t work that way. The FAA has decided that you must work under supervision, and that building an actual airplane by yourself doesn’t qualify for that. I guess if you built it under supervision of an A/P you would log that like you would working in any other airplane in the shop

Yup and the cheapest paint job that you have to do three times it’s going to be the most expensive. That is a horrible paint job.

Dc area. No tornadoes or earthquakes here.

that rust isnt from the 60's. its recent. Aviation Consumer did a test a few years ago, they set lifters out after being dunked in oil, and they would have a bright bloom of corrosion on them after three days.. The Camguard ones would do a little bit better, they would go 2 weeks. I think it was a different article, but the ones put inside of a box that was fed dry air from a desiccant dryer went a whole month with no visible change