An issue with high EGTs led to 3WF getting grounded early January out of an abundance of caution. That phase has transitioned into a wait time for the new engine ordered in mid December. That engine will be installed ASAP, but of course the new winter WX caused more delays. We’re now hoping for completion and return to service later this week.
Please note that the engine needs to be broken in carefully according to manufacturer specifications; only XC flights will be endorsed until the engine is ready for local maneuver training with more frequent RPM changes. Galvin will provide more information.
We are also looking into using the opportunity to add a keyless ignition switch panel:
This ignition switch is approved to replace the outdated and venerable rotary key-switch. By making this change, a couple of things get accomplished:
the AD that accompanies most rotary key-switches is eliminated
the problem of faulty contacts inside of the key-switch which can cause a hot mag situation is eliminated
operation of the magnetos is returned back to the traditional way aircraft engines are supposed to be operated – starting will be as simple as pushing a button; no more fumbling for the keys.
(Down the road the magneto-only ignition system may be upgraded to an electronic one (EIS) with basically the same switch panel, but that’s not decided yet. )
The lower G5 (HSI) has occasionally been observed to not boot upon turning on the master switch. If that happens to you, the simple fix is to press and hold the affected G5’s On/Off switch for about ten seconds – just don’t let go – until it boots up.
That should be the only only situation where the On/Off button of the G5 units should be pressed – normally you shouldn’t press the G5 On/Off switches at all, not even upon shutdown, when a 3 second shortcut is offered (the rechargeable G5 backup batteries last four hours each).
[1/3 Update] A recommended fix by Garmin has been applied to hopefully keep that boot-up issue from occurring in the first place.
Following Cessna’s initiative on new 172s (cockpit pic) and a US DOT Safety Alert, the autopilot circuit breaker in 3WF now has a yellow plastic ringaround it – which does not mean that the AP is INOP. The purpose of that ring is to locate and pull it faster in the very unlikely case that all standard AP disconnect methods fail, and you need to transfer control of the aircraft from the AP back to yourself:
STANDARD: Press the AP DISC (disconnect) button on the pilot yoke left side
Alternative 1: press the AP button on the GMC 507 AP mode controller
Alternative 2: briefly move both manual electric trim switches simultaneously in either direction
If all above three methods should fail to disengage the AP or a runaway trim then by all means pull the AP circuit breaker (that would be a very rare case though), and hand-fly the plane.
Cessna uses a white ring around the AP circuit breaker, but we could only get a yellow one – which is close enough (also note that we deviated from Cessna’s standard of inexplicably marking the fuel pump switch in the same color as the lights – white – whereas we chose blue, just like the color of the 100LL the fuel pump moves before engine startup).
To use the AP please familiarize yourself with the AFMS and this guide published by Garmin – and of course follow the advice of your CFI.
In April 2018, the FAA discontinued the requirement that commercial pilot and flight instructor candidates conduct their single-engine airplane practical test in a complex airplane, and the final rule published June 27 takes that a step further: Commercial pilot candidates can now use a TAA (technically advanced airplanes) in lieu of, or in combination with, a complex (or turbine-powered) airplane to satisfy the 10 hours of required training in these airplanes – with its G5 PFD(s), GTN 750/650 MFDs and the GFC 500 AP, N513WF qualifies as TAA!
(j) Technically advanced airplane. Unless otherwise authorized by the Administrator, a technically advanced airplane must be equipped with an electronically advanced avionics system that includes the following installed components:
(1) An electronic Primary Flight Display (PFD) that includes, at a minimum, an airspeed indicator, turn coordinator, attitude indicator, heading indicator, altimeter, and vertical speed indicator;
(2) An electronic Multifunction Display (MFD) that includes, at a minimum, a moving map using Global Positioning System (GPS) navigation with the aircraft position displayed;
(3) A two axis autopilot integrated with the navigation and heading guidance system; and
(4) The display elements described in paragraphs (j)(1) and (2) of this section must be continuously visible.
Want to upgrade your private ticket to commercial? Go for it!