Please note: All documentation linked to on this website is being superseded by documentation and instruction provided at the FBO.
- TAA (Technically Advanced Airplane) due to PFD/MFD/AP equipment as per FAR §61.129(j)
- Electronic ADI+HSI (with 4hr backup batteries) integrated in hybrid “glass/steam” flight instrument sixpack
- No vacuum system, no gyro precession, no tumbling AI
- 2 x WAAS GPS MFD touchscreens
- Software panels for Audio, Intercom and Mode S XPDR
- Moving map
- Geo-referenced IFR charts (US/Canada)
- Fly WAAS precision approaches like LPV and LNAV/VNAV
- Out (1090ES) for automated WAAS GPS position transmission
- In (Dual band: 1090ES / 978UAT) for receiving
- TIS-B: Traffic and
- FIS-B: WX (Nexrad, Winds Aloft, METARs, TAFs, AIRMETs, SIGMETs, PIREPs), NOTAMs, TFRs, SUAs
- Bluetooth streaming of TIS-B, FIS-B and AHRS to your EFB
- Digital Autopilot with envelope protection, LVL button and Go Around button
- Manual Electric Trim switch on the pilot-side yoke
- Digital engine / system instruments
- Detailed CHT/EGT monitor
- Digital senders for accurate fuel level information
- Digital ELT with GPS position transmission
- 2 x USB strong enough to charge EFBs or other devices
- Cessna 172S Information Manual – Searchable PDF
- The additional POH page binders regarding the new components can be found in the plane
- Lycoming IO360-L2A
- Factory Zero-Time installed Feb 2019
Avionics (click on image to open PDF)
- Use of polarized eyewear may cause glass cockpit displays to appear dim or blank – using non-polarized sunglasses is recommended
- Do not remove any of the SD cards from the devices, these cards are critical for proper operation and to be serviced by authorized personnel only!
Garmin G5 ADI (Attitude Display Indicator) / PFD with 4 hour backup battery
Please note that due to certification limitations the ADI does not have OAT input, therefore it will not display OAT or TAS.
That said, TAS can be computed using the Utilities – DALT / TAS / Winds app on any of the two GTN units.
AFM Supplement | Pilot’s Guide
Garmin G5 HSI with GPS NAV (#1 – CDI via GTN 750) with 4 hour backup battery and ADI/PFD backup page
Please note that due to certification limitations the HSI does not have OAT input, therefore it will not display wind information.
That said, wind direction, speed and headwind component can be computed using the Utilities – DALT / TAS / Winds app on any of the two GTN units.
AFM Supplement | Pilot’s Guide
Garmin GI-106B VOR/LOC/GPS Indicator (#2 – CDI via GTN 650 – NAV 2) primarily for lateral guidance (VOR/LOC/GPS) and backup vertical guidance (GS/GP) in case of #1/NAV 1 failure
Garmin GTN 750 WAAS GPS/NAV/COM/MFD (# 1)
The Telligence Voice Command feature (the Push-To-Command button added to both yokes) may not work properly without investing time into training the unit to deal with individual voices and accents, and should therefore generally not be used.
Garmin GTN 650 WAAS GPS/NAV/COM/MFD (# 2)
…with remote control of GTX 345R XPDR/ADS-B Out:
Please note that the CDI button to control the source of NAV #2 is on the Default Navigation page (and not on the Map as on the GTN 750).
Garmin GFC 500 Digital Autopilot
This autopilot system includes flight director-controlled pitch/roll/pitch-trim, an AP DISC / TRIM INT (Autopilot Disconnect / Trim Interrupt) button on the yoke, a Go Around button near the throttle, and an MET (Manual Electric Trim) switch on the yoke.
Even if you don’t plan on using the autopilot, you can – and are encouraged to – use the HDG / TRK and ALT SEL knobs to control both the heading and altitude bugs on the G5 units.
The LVL button is designed to have the autopilot quickly restore straight and level flight attitude in case you should get into an unusual attitude or a spatial disorientation situation. When straight and level flight has been restored, the pilot can continue to use the autopilot, or – if unfamiliar with the AP system – disengage it using the AP DISC button on the yoke or the AP button on the panel and continue to fly manually.
DO NOT USE THE AUTOPILOT WITHOUT THOROUGH PRIOR FAMILIARIZATION AND INSTRUCTION FROM A CFI.
EVERY PILOT MUST KNOW ALL METHODS TO DISENGAGE THE AUTOPILOT, WHETHER THEY’RE PLANNING ON USING THE AP OR NOT.
Garmin FlightStream 510
You can wirelessly connect your e.g. Garmin Pilot app, ForeFlight or Fltplan Go on your iPad / iPhone / Nexus / Galaxy via Bluetooth (not WiFi!) to make use of these ADS-B In features on your device:
- ADS-B traffic and WX (ADS-B In)
- WAAS GPS location
- AHRS backup attitude information
- 3D Synthetic Vision (SV) in your app is supported (if available, as per your app subscription plan)
- Flight plans can be prepared before flight, then synchronized both ways anytime between your app and the avionics
– VFR: GPS/AHRS/SV displayed on your portable device should primarily be used to enhance situational awareness or to assist in emergencies, and are no replacement for looking outside when you fly (VFR and IFR)
– IFR: The FAA/IFR-approved, panel-mounted devices in this cockpit still need to be the primary source of navigation for all normal IFR operations
– Be present to, and comply with AC 91.78 when using your EFB
Systems and Engine instruments
A 16-page summary file has been created that contains most of the information in this section; you can download that file here:
Please note that the six digital systems and engine instruments in this cockpit are not touchscreens.
The brightness of the digital gauges can be controlled with the (upper black / outer) PANEL LT knob:
Note that the above described PANEL LT know also controls the light of the analog flight instruments – those dim completely out before you can dim the digital gauges to the lowest point.
For night flights the recommended setting is to dim the upper one all the way down and use the lower GLARESHIELD LT dimmer to add enough light to see all cockpit controls (otherwise you won’t be able to see e.g. the flaps control in the dark).
The two buttons on each digital gauge work as follows:
TOP button – action
It invokes different screen displays, allows selection of values and increments or decrements values.
Examples of these actions are:
1. Moving between display screens
2. Selection of an action from a menu
3. Changing a value from within the setup menus
4. Entering a value during flight (clock instrument only)
BOTTOM button – navigation
It will allow the cursor on the screen to move between allowable selections.
Examples of these actions are:
1. Selection of different cylinders (EGT and CHT) in the Single Cylinder mode
2. Selection of different tanks (Fuel Level)
3. Selection of limits and functional items from within the setup menus
4. Time field selection (clock instrument only)
(There is one exception to the functionality of the bottom button – this is from the screen that first comes on from power up: Pressing the button will display the instrument core status and support data.)
Basically you start with the upper button to select the page, then it’s always a back and forth between lower and upper button.
These changes were applied to the original gauge organization:
– The Voltmeter is now paired with the Ammeter (BATTERY gauge)
– The EGT is now paired with a new CHT gauge and has been moved near the mixture control to help with leaning. Both EGT and CHT measure values for all four cylinders instead of just one declared/assumed hottest cylinder
– The VAC gauge has been removed (as there no longer is a vacuum system to monitor – please note that in Test mode the annunciator panel will show “L VAC R”, but it can/will never show up otherwise)
Aerospace Logic FL202D Fuel levels reported by digital fuel quantity senders
Along with this gauge we replaced the notoriously unreliable analog fuel level senders with CiES magnetic field digital fuel quantity senders.
Please note that the fuel levels are not reported to the GTN 750 (there is no connection between these two devices); you need to manually update the latter at the beginning of your flight to get endurance warnings from the GTN unit.
Aerospace Logic ECT204 Four cylinder CHT / EGT monitor
CHT for cylinder head temperature monitoring:
– Recommended cont. operation max temp: 380°F
– Excessively high engine temperatures, either in the air or on the ground, will cause loss of power, excessive oil consumption, and possible permanent internal engine damage!
– If the CHT is too hot on one or even several cylinders, increase airspeed, enrich the mixture, or reduce power – any of these procedures will aid in reducing the engine temperature.
EGT leaning assistance based on exhaust gas temp:
1 – Press the top button once to reach the function menu
2 – Select Mixture ROP from the menu and follow the interactive instructions while leaning the engine.
– Recommended: 50°F ROP (Rich of Peak)
– Best economy: Peak EGT
– Continuous operation LOP (Lean of Peak) is prohibited by the POH!
– Failure to lean the engine as needed (mixture too rich) will lead to fouling of spark plugs, rough engine and decreased power; failure to re-enrich it as needed (mixture too lean) will lead to overheating of the engine.
Proper cylinder heat control and mixture leaning is important for engine health and reliabilty – please consult both POH and your CFI for more information and best practices!
Electroair EA-15000 Ignition Switch Panel
Lets you engage the the starter without a key after turning on the magneto switches, and turn the magnetos off as needed during runup and shutdown.
GA – A Takeoff/Go Around button near the throttle control that is part of the autopilot system lets you instantly set a roll-level / 7° pitch up FD mode that you can use to execute IFR missed approaches at the MAP with the AP still engaged (or turn off the AP and continue the approach to land).
DO NOT USE THIS BUTTON AND THE AUTOPILOT WITHOUT THOROUGH PRIOR FAMILIARIZATION AND INSTRUCTION FROM A CFI!
smartPower 250 Dual 2.7A backlit USB in the lower center area of the cockpit panel – enough power to charge two full-size iPads while they’re in use.
TIP: It’s more likely for off-brand charging cables and adapters to malfunction over time or cause radio communication interference; please only use original / certified / shielded cables – these cost a bit more but oftentimes also last longer, so it’s money well spent.
ARTEX ELT 345 Emergency locator transmitter on both 406 MHz (digital GPS data) and also 121.5 MHz (analog homing)
Advantages of a 406 MHz ELT:
– More transmitter power (second, 5W bursts every 50 sec)
– Dedicated and protected frequency designed specifically for detection by satellites
– Faster SAR response:
– Near instantaneous detection by both geostationary and polar-orbiting satellites in low orbit
– More accurate location calculations resulting in a much smaller search area (1-3 miles)
Circuit breakers and switches
Original Nav II equipment removed/replaced in Feb/Mar 2018:
– AI, DG, and the entire vacuum system
Bendix/King KMA 28 Audio Panel / Marker Beacon / 4 Position
Bendix/King KLN 94 Color Moving Map GPS-IFR
Bendix/King KX 155A NAV/COM (#1 and #2 – two devices)
Bendix/King KAP 140 2-Axis AP with Alt Preselect
Bendix/King MD 41-231 GPS-NAV Selector/Annunciator
Bendix/King KI 209A VOR/LOC/GPS Indicator
Bendix/King KI 208 VOR/LOC Indicator
Bendix/King KT 76C Transponder
Original Nav II Systems and Engine Instruments:
– Voltmeter / Clock / Timer / OAT
– Fuel level
– EGT & Fuel Flow
– Oil Temperature & Pressure
– VAC & Ammeter