milotron

This might be a bit of an open ended question and may be a little OCD, but it is about installation of replacement avionics. What are the standards or normal expectations when installing, say, a GPS/NAV/COM to replace an existing NAV/COM? Would it be to replace all wiring harness that this device interfaces with; butt splice or extend existing wiring to suit the new equipment; terminate existing wiring to new connector pins or....? It seems that a lot of replacement avionics take the same signals/inputs/outputs and simply need to have these conductors landed on the new proprietary connector assembly. Obviously there are other performance constraints requiring wire replacement ( coax, etc comes to mind ) What is the standard practice for this?

Check for poor connections on the field or battery wiring at the alternator. It is an awkward spot to access and something may not be quite right in there. I have dual alternators on my K and the gear drive alternator doesn't produce much at lower RPMs compared to the belt drive unit. Maybe what are seeing is normal? Are you seeing low voltage or current?

Most of mine are actually completely separated. Is there something to grip the frame side with in this case? A job for vice grips? It doesn't look like much material left there.

Tuned in...I am waiting for parts to be delivered so I can do this to my K. I am pretty certain that my panel is just resting with the lower row of switches on the steel bar behind the panel.

^^ This. I am sure that the lower cowl of my K is supposed to have something in place to prevent the turbo from cooking the paint off, but the paint is bubbled off near the hot side of the turbo. I'd be interested about this process as well as the touch up process near around the cowl. All good stuff. My paint overall is pretty decent, but some worn/chipped parts that could use a little love. At least I have some Pratt and Lambert paint codes from 1990 to try and match. 27 year old paint is pretty good!

I was curious abut this statement too... I have a single 430W and a KX165 and am IFR legal to my knowledge. I know the GNS430W may need additional annunciators in the pilot's field of view to be legal; maybe this is the issue? Read the controller listing. It looks like the second Nav/com doesn't have an indicator, unless it is also slaved the the HSI and switchable.

The hobbs ( hour meter ) on my 1981 K is on the passenger side of the center console thingy, as you noted by the passenger left foot. Easy to miss if you don't know it's there.

This is interesting. I had dismissed this as a very basic device, but it seems like it has some good functionality for the price.

I had the nose gear steering horn replaced as it was well out of tolerance for acceptable play. Plane wandered all over the runway without a lot of rudder inputs. It is straight as an arrow now. I used a rebuilt part from Lasar.

thanks guys. I'll see if it pops off without taking other parts of the panel with it. I assumed that was the case, but they seemed really tight. Maybe there is some contact cement behind mine too. I know the side panels have glue residue in behind them.

Here is a question for those that have pulled their interior: How are the armrest pads fastened to the plastic panel in a 1981 J or K? The leather trim panels push on with spring clips and can be readily pulled off. Do the arm rests screw in from the back or are they secured in a similar fashion? Thanks,

ahh. That makes sense. Thanks.

thank you sir.

Poking around under the glareshield. This is attached to, or immediately behind the air speed indicator. I am referring to the gold colored diaphragm looking thing with the red/white/blue wiring. What is it? What does it do?? I think the KFC 200 flight computer takes static input direct to it, so this wouldn't be for that. Blind altitude encoder is on the other side of the panel.

Thanks Clarence. I was poking through the CARS but could only find reference to removing this device if you have a 'third attitude indicator'. Not sure if that means to indicate a third attitude ( yaw? ) or actually three AIs. Yes, it looks like I can screw one to the front bezel. $200 CDN from aircraft spruce.

I'm in Canada, but would like see the FAA advisory. Thanks cnoe. So... no 1 minute turn indication required? Just the ball?

I try not to rely on them, but do use them when required. i have accidentally left them on (despite the bright amber indicator light...) during landing on a slam dunk approach with no ill effects. Very little, if any effect on the ground though. The definitely can be used both ways: increase rate of descent at a fixed forward speed OR decrease forward speed at a given rate of descent.

Interesting idea. The existing AI has no turn or coordination info. So replace that AI with one that has info, otherwise the turn coordinator of some kind if required is it not? After another review yesterday, the GNS430W is 14/28V version. The original one was 28V only so there is a power converter in the back and the associated extra wiring and circuit breakers installed. I can now rewire back to 14V only and remove the extra bits, likely freeing up some room in the right hand stack to move the TKS panel around, coordinate the other switches in to something more cohesive and possible fit the 800 in there.

Thanks for the input. My thought experiments are clearly not unique. I currently have an EDM700, but am getting it upgraded to add USB and fuel flow, plus will wire this into the 430W for fuel data. I need to get a price on the EDM 800 upgrade as that would make me really happy, but don't have space for it....yet. After flying today, I really do wonder what function it will add? The 430W still works really well and does everything it needs to. I am familiar with the inner/outer twisty dance so the interface issue is not a selling feature so much. The KX does work well, and I am a CB.... ADF stays also. A couple of approaches and departures in the mountains here require them; the GNS does not model them, but maybe the newer systems do. No GNSS on the them yet. BTW I have being flying behind a KX165 in various planes for 10 years and never knew that!

Looking for some input. I currently have a GNS430W as primary and a KX165 with GS in position 2. I am considering adding a second GPS unit and moving the 430W in as #2. The thought being that the GNS will be a better backup ( technology, reliability and capability ) than the KX165. I also still have and ADF, and am keeping it as we still have and use it in many approaches in BC. Thoughts on this? The second GPS will be a 530W or 540 if I can find some $$. I do fly IFR often and user the WAAS approaches. Is this a better approach for a second unit or do I have panel envy from the other upgrades going on in this board? Your wisdom is always appreciated.

Thanks for clarifying Don. I knew the LB, GB, etc engines had a different intake tubing arrangement, but assumed the fuel injector piping system was similar.

Hi Don, Word should be able open most formats. If it is something like RTF or .txt then Notepad can do it. It is in the Microsoft Windows accessories folder. OpenOffice or Office Libre are other good, free, downloadable word processing packages that can open almost any word processing file. The challenge comes in that Microsoft Office has been updating the formats from .doc to .docx, etc so newer versions of word is required, or use on of the free packages noted above. is this what you are looking for?

Does it bounce around or just drift? My vernier throttle cable is a little loose and will turn by itself changing manifold pressure on me. If I don't pay attention, it has moved that much in the past. There is a method to snug this up, but I haven't got around to it yet.

I had a broken main alternator lead that was doing something similar to me. The rubber boot over the termination on the alternator was holding the cable together, but it had in fact burned right off. It looks like it was a sloppy crimp and wire stripping job from the onset. Took a while to troubleshoot as it looked just fine until I gave it a tug and it came right out!

Very cool. If he wanted to see the charge still burning out the open exhaust port, he should have run some nitro methane through there!