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As @Jim Carpenter already mentioned: Any reason why you can't make it a USR waypoint and just save it? Then when you need to recall it, go the USR menu and insert? What's the hold up?

Usually, it's hand-wavy and the person who is religious about it starts to measure the size of their log book against me.... Motion in the ocean? Anyone?

I had one CFII get mad at me for flaps down 3 miles from the FAF in a 177B. HE said it needed to be at the FAF not before. Not true, but some people are wedded to these things.

One very respected CFII told me that flaps and/or gear down at the IAF is no good at busy airports (think Bravo or very active Charlie) who want you to keep maximum forward speed until the FAF (even if they don't request it). *shrug*

That's a complete non-sense price. My guess is he is fishing.

No engine wash during this period.

I can't. The borked alternator went back and so now we have a new one. What picture would you exactly like? We are also now investigating cooling but my suspicion is a bearing wouldn't go but rather the diodes would be shot first...

Definitely. Don't think it's the mounting hardware though. It has been looked at.

Btw, that is correct. The rear bearing was "loose" hence vibration.

Ford style

@Dan Thomas how would the mounting hardware break the caps? And what happens when the capacitor breaks? I thought that was for noise and isn’t required (but apparently it is). Apparently when it failed both the cap and bushing were loose.

I just asked. Caps.

If it is the rotating rectifier, how can that be diagnosed?

Ah, progress. I have thought of this. I operate at 22 squared and around 11 gps in cruise at most altitudes (CHTS say way below 400 in this config). I am wondering if manifold under 2300 is in fact the culprit. I just don’t know how to quantify it (read smoking gun) and because it is a club...

I am absolutely positive @Dan Thomas it was not incompetent installation - at least not all eight of them. We have at least two A&Ps with over 40 years of experience (each) who installed it. I’m not buying it. We had the belt and pulley and mounting hardware combed over by both two A&Ps and an...

Someone suggested planting an IMU sensor on the alternator itself which I’m all for, but then what? What am I looking for exactly? i.e. if the alternator is getting shaken to death, by what? I would assume the rotating rectifier has some play so it won’t take too much vibration to get it to...

Wouldn’t that spike be seen in the G3X logs? Also I‘m pretty sure most lights are LEDs except NAV.

IMU over time is what you are getting at? Also, how would I know what is abnormal by looking at it? i.e. I don’t have a reference.

This is what I suspect is going on. All the above has been already combed over by several folks. There is nothing abnormal in the G3X logs in terms of voltage spikes and things of that ilk. We know vibration killed two maybe three alternators (what was damaged in the alternator itslef I don't...

1979ish 182 O-470 about 1000 before TBO. G3X+GTN650+GFC500 modern Garmin panel. The problem: Every 25-30 hours, the alternator fails. Every single time. We have replaced the pulley, starter bearings, pulley assembly, two different kinds of belts, three voltage regulators, new battery...