Jake@BevanAviation

Just as a FYI this is not an approved mod from the MFG. We have seen a couple over the years and we will not even attempt to do a repair as the unit is modified outside MFG specs and no longer matches any approved documentation from the MFG. Honeywell does have an approved LED mod that is still available to fix display issues experienced with the old gas discharge displays.

With Century Flight Systems out of business a lot of the parts for that system are very sparse. You might get lucky finding something at a salvage shop but in my opinion it is on a short time line until there is no support for that system. Not to mention finding the correct installation documentation for the aircraft. At this point with the limited parts we have for the Century 21 and 31 systems I am very reluctant to try and repair them. Also, if you require a EASA release your repair choices are going to be drastically limited.

@LANCECASPER We would not be interested in any deviation from the STC on a flight control system.

Per Garmin SB 23024 rev A, they will pay 2.5 hours of labor per warranty servo replacement (011-02927-11 and 011-02927-21 non mod1). You can submit a request for more time depending on the location and air-frame but is at Garmin's discretion for approval.

@Austin305Rocket Only way to get replacement parts would be someone that has old stock or from a parts unit. My guess is something has failed in the switch assembly. I would have to look Monday to see if I have any good parts units. If you can bite the bullet and do the GFC500 that would be ideal. However, if you need more time try looking on eBay for parts units. Our minimum charge to evaluate a unit is $270.00, I will look for used parts Monday morning, if I have something I will send you a PM.

@Will.iam Give us a call and ask for Zach, he should be able to help with button key lighting.

You might want to provide a panel picture of the current layout. Inter-connectivity is huge when trying to plan a panel upgrade. Some devices only take certain signals from navigators like ARINC 429 or RS 232 (example G5 to GNS430W). Others can take analog signals from legacy navigators (example GI275 to KX155). Some manufactures play better with legacy equipment vs others. If you have a legacy autopilot you defiantly want to make sure the new equipment can provide all the signals the legacy autopilot system needs. To be completely honest, we are mostly a Garmin shop. We have done several installs of G5's, GI275's and G3X's in Mooney's. Some customers have got Aspen's as an alternative. We rarely put in the AV-30C due to the units limitations. However, if it fits the scope of the job it is a viable alternative. Using the 1:1 ratio of equipment to labor is pretty good to get you in the ball park of installation cost. We tend to be about 65-80% of equipment cost for labor/parts depending on the complexity of the job. If you have questions about the inter-connectivity of the ship give me a call or a PM and I will help as much as I can.

Pull the unit out of the rack (KC192) flight computer. Be sure to remove the static line to the transducer first. On the back of the unit around the transducer port there should be a red or black 4 digit stamp. This is the year and week the unit was manufactured. Units made between 1991-1998 have capacitor leakage problems. This is becoming more common with time. I have 3 units here all with the same problem, leaking capacitors. The capacitors that always fail are black and say IC on the side. Depending on the severity of the capacitor leakage it can cause units to be beyond economical repair. The leaking electrolyte can cause the system to not pass PFT or have weird annunciation/functionality.

@PeterRus I believe the Nav and G/S are different meters. I have not seed that many issues with the Nav flag function but G/S is a different story.

What HSI do you have? The KI-525A has a known issue of the G/S needle getting stuck from time to time. I would give Mike or Tom a call to discuss the KX-165, there are some units that have capacitor leakage issues that can cause weird failures and be isolated to specific circuitry.

Give us a call Monday and ask for Zach or Mike. The black horse shoe sound like the display backlight and yes there is a fan that can fail.

I would need to know what step the PFT fails on. Best way to troubleshoot that system is with the diagnostic cable and laptop. For service you are going to be limited to Mid-Continent Instruments, Duncan Aviation, and Southeast Aerospace. Honeywell in their infinite wisdom restricted repairs to only authorized service centers.

@Amelia A S-Tec 30 system with the ST-901 GPSS convertor if equipped would rarely use a NAV mode unless you wanted to track a VOR/ILS. You would put your fight plan in on your primary navigator, turn GPSS on for the ST-901 and engage the autopilot in heading mode. The system would follow the flight plan as if it was tracking a heading bug. Can you provide additional details about the issue you have with NAV mode? As for the alt hold function, the system relies on the output of the pressure transducer to provide a correction error for alt hold functions. The old blue plastic transducer are known to have issues that develop over time. If it was me I would start by checking the pitch servo start-up voltage and control rigging. Next you would check the static system input to the pressure transducer and the output of the transducer for correction error. We have seen multiple issues with the blue transducers and static lines that create issues with alt hold tracking. If you wanted to troubleshoot a Nav track issue you would start by checking the lateral deviation error from the navigator to the S-Tec 30 control head. As long as you are getting the correct deviation voltage to the control head the navigators are working as intended and the wiring would be ok. The new step would be to get the control head and roll servo checked. Just like the pitch servo, check the roll servo start-up voltage and control rigging. Unfortunately, S-Tec requires that faulty units be sent in to the factory for repair via a SRO from a current dealer. There are only very minor field repairs that can be done to the units. Also, the blue transducer is not repairable if found to be faulty. You would need a new gold transducer assembly. If you have questions or concerns about the system just give me a call. NOTE: the G3x 7" and 10" pfd are approved for the Mooney M20 up to the S model. Just make sure you have plenty of space as the units are pretty big.

Could be a roll servo or flight computer issue (final amp stage). If it was me I would disconnect the roll servo and put a DC voltage meter across pins D and L. With heading mode and the A/P engaged, heading bug under the lubber line with a level attitude you should have close to 0VDC. Going one way you will have positive DC voltage, and the other way negative DC voltage. The voltage should be equal at 45 deg left and right of the lubber line. This will check the flight computer to see if there is a issue in the final amp stage. If the computer checks good I would send the roll servo out for evaluation. We can evaluate the servo if sent in. Current lead time is 10-14 business days. If you want to send both the roll servo and flight computer I can run them together on the bench.

You can back pin the connector if you take the back shell off or use a test box which we have.