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Samuel,
Any time the pitot and/or static system is opened, it must be checked for leakage.
The guidance for this check in in FAR 25.1325:
Any time either the pitot system or the static system is opened, and it would have to be opened to the install the AV-30, the system must be checked to determine if it's still within tolerances. The FARs that apply are appendix E of Part 43.
The following is intact from the appendix:
(a) Static pressure system:
(1) Ensure freedom from entrapped moisture and restrictions.
(2) Perform a proof test to demonstrate the integrity of the static pressure system in a manner acceptable to the Administrator. For airplanes certificated under part 25 of this chapter, determine that leakage is within the tolerances established by §25.1325.
(3) Determine that the static port heater, if installed, is operative.
FAR 25.1325 describes how to do the test and what tolerances are permitted:
It is airtight except for the port into the atmosphere. A proof test must be conducted to demonstrate the integrity of the static pressure system in the following manner:
(i) Unpressurized airplanes. Evacuate the static pressure system to a pressure differential of approximately 1 inch of mercury or to a reading on the altimeter, 1,000 feet above the airplane elevation at the time of the test. Without additional pumping for a period of 1 minute, the loss of indicated altitude must not exceed 100 feet on the altimeter
e) Each system must be designed and installed so that the error in indicated pressure altitude, at sea level, with a standard atmosphere, excluding instrument calibration error, does not result in an error of more than ±30 feet per 100 knots speed for the appropriate configuration in the speed range between 1.23 VSRO with flaps extended and 1.7 VSR1 , with flaps retracted. However, the error need not be less than ±30 feet.
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Don’t forget if your installing the AV30 in the AI position you could be breaking into the pitot static system and it will need to be checked.
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I neglected to tell you that you can feed in GPS data with a single wire from the RS 232 buss on the GPS. Almost all GPS units have this feed. That will show way point, distance and time to GPS waypoint. I did it on mine. Very helpful if you fly to GPS waypoints.
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I neglected to tell you that you can feed in GPS data with a single wire from the RS 232 buss on the GPS. Almost all GPS units have this feed. That will show way point, distance and time to GPS waypoint. I did it on mine. Very helpful if you fly to GPS waypoints.
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Thanks Steve! That's great information. I already have the UAvionics Tail Beacon and that's been working well.
Sam
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Hi Samuel;
I just installed two. The primary installation is dirt simple. Remove the instrument you are replacing. I replaced both the AI and DG. The new AV-30 fits in the same hole without modification. A new 2 amp circuit breaker must be installed and connected to the avionics buss (if you have one) or the airplane main buss. Power and ground wires must have the proper plug terminals installed (I used sub d terminals instead of the ones provided by UAvionix) then they are slid into the plug that is part of the kit.
This gets you a wide range of programmable options.
My estimate for installation is around 3-4 hours. There may be a little extra time tagged due on for the log book entry.
I chose to install the outside air temp (OAT) probe. This upgrades the instrument to display density altitude and OAT.
That added about an hour to an hour and a half because I had to remove some floor panels and an interior part to run the wire. I fly a Comanche and decided to install the probe in the wheel well. This required a little bit more work than some other installation locations.
Let me know if I can help further.
Steve
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Considering installing an AV 30 in my 1966 Cherokee, and wondering if anyone has experience on the costs of installation. Product cost seems to be set at $1,995.00.
Thanks.
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Thanks Steve!
I will do that, I’ll dive into the logbook and see if there are any interesting notes.
It’s nowhere on the visible panel to be seen...
Kind of a strange deal!?
I’ll let you know Sir!
Thanks again, stay safe!
George
CLE
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George, This may sound flip, but your guess is as good as mine.
A good electrician should be able to trace enough wires to find it, if it was relocated.
Or you could contact the company that installed the JPI engine monitor and see if they remember.
Another possibility might be the notes in the logbook on the JPI installation--the new location may be mentioned there.
The first place I would start troubleshooting a sticky trim would be in the plugs and wiring connections. Clean those up and check it again.
The next place to check is the yoke mounted switch.
Let me know what you find.
Steve
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Brandon and Steve,
Indeed great news. I apologize for the delay in getting back with my results. It turned out my issue was directly related to the mechanical fuel pump and the fuel we found draining from the pump vent line. I now have pretty much a new/ rebuilt fuel system. After the rebuilt and upgraded fuel pump was installed the leaning procedure worked as described in the manual. The plane also performs better on departure than it has in some time.
Joe
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I going to assume that you're not asking about AD 2020-24-05 since it was issued today
This new AD calls for a visual inspection of the wing root area of the left and right wings to detect corrosion.
The AD that requires the eddy current inspection of bolt holes is going along pretty well. I have gotten reports of successful (no cracks detected) from readers. The inspection seems to cost between $600 and $1000.
Steve
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Brandon;
That's great news.
Thanks for taking the time to give us feedback on what you found.
Steve
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Update: Turned out to be a pinched/incorrectly installed o-ring on the fuel selector valve. Caused the motor to suck a bunch of air. We had suspected the valve and went through a headache to find a replacement. Once we opened up the strainer bowl it was clearly deformed. Replaced it and it runs as smooth as can be.
Thanks for all your time and attention.
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