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We have G-1000 Nav III on Cessna 172 R Aircraft. Now GMU 44 fail indicating on display. GMU 44 replaced, Uploaded , Calbration done. But still Fail ind. comes.Request advise and kindly mail Inter connecting wiring giagram of GRS-77 and GMU -44 units. With regards. V.J.Subhedar

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I use g1000 in my plane cessna172r and the lower mfd card is format and i want to install it's data again .
please help me

Posted on Dec 19, 2010


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Posted on Jan 02, 2017


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Learn About an Aircraft, Part 3

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  • Straight and Level Cruise:
Start by setting the RPM to a cruise setting of 2200 RPM, using the throttle. This should give us a cruise speed of about 108 Knots.
Use the yoke to maintain level flight by keeping the small aircraft symbol level and exactly on the "Artificial Horizon" line of the six pack . Keep scanning the rest of the six pack to help maintain level flight. Scanning the six pack will show if you are going straight or turning, climbing or descending or if the airspeed or altitude starts to change. Always use small corrections to the aircraft's attitudes and wait to see the response.

  • Climbing Phase:
We will climb by increasing the throttle to full throttle. Now you can pull back on the yoke to raise the aircraft nose to about ten degrees above the horizon. Now set your climb speed (using the yoke), by changing this 10 degree climb, until you have an airspeed of about 80 knots. meanwhile continuing to scan the six pack at all times and make sure that nothing is changing that you don't want to change. Scanning the six pack will show if you are going straight or turning. or if the airspeed starts to change.
This Aircraft will stall (in a turn) at approximately 53 knots (no flaps) so keep your turns shallow and avoid any speed below 75 knots to allow yourself a margin of safety. Always use small corrections to the aircraft's attitudes and stay well out of any limit zones that are indicated on the instruments.

  • Descent Phase:
A descent to a lower altitude is done by reducing the throttle to an engine speed of about 1500 RPM while setting the air/fuel mixture at full rich (red knob fully inward). If you intend to be descending a long time at low engine power, then you should use carburetor heat to prevent icing. At reduced RPM, the engine will not be producing as much heat so we may have to put on the carburetor heat, or you can occasionally increase the engine speed for a minute to gain some heat and clear the engine.

on Apr 16, 2015 | Sport & Outdoor - Others


Learn About an Aircraft, Part 2

Aircraft controls we'll be covering in this part:

  • Throttle:
A black knob, When pushed forward, puts the engine at full power, when pulled full back, sets the engine at idle. Used for setting engine power for all phases of flight.

  • Fuel Mixture:
A red knob when pushed full inward sets full rich mixture, full back kills the engine. Used for setting fuel mixture to the engine at all altitudes for smoothest running engine. and for shutting down the engine at end of flight.

  • Carburetor Heat:
Used to warm the engine air intake in icing conditions and when long descents with engine at idle, will super cool the engine and could cause engine icing.

A flat handled switch used to select the wing flap positions. This will be used mostly when landing the aircraft. The flaps should be advanced in increments from flaps full up to flaps full down.

  • Fuel tank select:
Used to select and use one of the fuel tanks or "Both Tanks." (primarily to balance the aircraft), Or set both tanks to off (on the ground).

  • Control wheel (Yoke):
This sets the attitude, for climbing or descending, and/or making a turn, normally used in small pitch and/or roll adjustments
  • Rudder Pedals:
These are operated by your feet. Press the top edge of the pedals, when on the ground, to apply the brakes. Pressing the lower part of the pedals Helps to keep the aircraft in line the runway in landing/takeoff and coordinated turns in the air.

  • Control trim:
There are two trim wheels below the panel, that, when adjusted properly, will release the pressure on the control wheel mostly in climbs and descents.

on Apr 11, 2015 | Sport & Outdoor - Others

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What is the SB number for replacing the existing flap system on a Cessna U206

As far as I can see, there is no mandatory requirement for replacing the Flap system on the Cessna U206. The only mandatory flap related topic listed for the U206, U206A-B-C-D & E, is FAA AD 72-03-03R3. This AD calls up compliance with a number of Cessna Service Letters (not Bulletins) SE70-16, SE72-2, SE72-17. Note SE72-16 also applies and this AD supersedes AD70-15-16.
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A number of possible answers to this problem.
There could be an issue with the power supply that has a fracture and breaks the connection due to vibration.
There could be an issue with the connection to the holding tray/rack. Sometimes the connections become tarnished and dirty. Re-Rack the set by removing it from the tray. If you can, use some contact cleaner on the gold connectors at the back of the set, or wipe the contacts with some WD40 oil or similar. Replace the set and ensure it is fully 'home'. Do Not use Avgas to clean the contacts.
Lastly, you may have a problem with the internal power module or another component overheating. This can be caused if the unit is racked in the middle of a stack of radio equipment, particularly old equipment like old King or Narco sets. If you can check your radio stack has a proper cooling system, often just a pipe that blows outside air in the direction of the stack, but better is side cooling panels that attach to the side of the radio stack and force cooling air into and around the sets. Many Cessna Aircraft use this arrangement. If you look at the side of a Cessna 172 just forward of the cabin door you will see a small air scoop on the side just before the cowling. This air scoop supplies fresh cooling air to the radio side panels.

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