Bob Weber

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About Bob Weber

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  1. This whole thread reminds me of a video I saw back in the 80's of a radio conversation between a Lear(if memory serves) and a Florida ATC(if memory serves) about penetration, or lack thereof, into thunderstorms. At the time I was tasked to install a WX 10 in the lobby of the FBO where I was employed, their intention was to demonstrate the concept and usefulness of instantaneous indications of any convective, and sometimes clear air turbulence. It worked very well despite the fact Grand Junction Colorado boasts 330 days of VFR a year! Keep the 900 unless you opt for a WX 500 that, I believe, will display on the Garmin equipment. End game. As asked earlier, what is the long term goal, an important consideration. You will not find a more advanced autopilot than Garmins, hands down. Granted, the professionals with more than my 45 years of flying, and nearly 40 years of heavy modifications of every thing from a Gulfstream to a Luscombe, seem to disagree with what my experiences have proven to me. Your end game needs to start with the autopilot, it is the most integrated system in the aircraft. In today's software driven world, everything from the audiopanel to the autopilot is digitally connected and needing to communicate. Having observed the struggle to get multiple manufacturers software to "cooperate" during the initial power up and play stage, often over the course of days, I recommend gravitating towards one manufacturer. Gary and Minn had a great vision when departing King Radio all those years ago, I would run their entire suit. Think of sitting in KATL and deciding to update some software while waiting on a passenger, then finding yourself sitting there a week later trying to figure out what just happened. All you get now is manufactures pointing to each other for the blame. G5 or TXI, GTN's and most certainly the GFC for your aircraft.
  2. My probably equally fuzzy memory recalls this: The 140 and 225 were early "digital" autopilots, I believe they were on the list in the Garmin manual that required it to be configured to prompt you to "Enable Approach Output". I flew so few of them for certification that they would catch me off guard. I'm thinking it prompts you when it transitions from TERM to LPV, this is when the navigator throws an approach enable command to the autopilot among other things. Multiple things happen at this point to both the navigator, as well as the autopilot. In APPCH mode, the autopilot begins a regiment of intercept, capture, and track functions. These differ from NAV mode by changing intercept angles, limiting bank angles, and enabling vertical guidance. I found over the years that the last item has always made people nervous, and rightly so. I have a feeling this was the reason for the requirement. Hopefully this sheds a bit more light. Fly safe, Bob Weber
  3. Regretfully this is all too familiar. I can help with this, there are some simple checks that may point to the culprit quickly. One of the most critical components of that system is the wiring and all associated components, switches, connectors, etc.. A thorough understanding of what the computer is looking for and what will cause the fail will go a long way here. email some panel pictures to me if you would like, I think I can help you fairly quickly figure it out with a voltmeter, rather than more unnecessary spending or time wasted. Bob
  4. It would be easy to measure the angle of the upper and lower skins and divide it in half to find the center line, them measure from there. But it might be easier to switch the elevators back to the correct positions than to try re bend the trailing edge. Bingo, been waiting to hear this.. We used to say you were becoming a test pilot when swapping parts like that on an aircraft.
  5. The terminal and screw on that 15 amp breaker looks discolored as though it had gotten hot. Was it the one that was loose?
  6. I think I can get a copy of the installation manual. What does it do when it fails, light flashing, sonalert beeping? I can help you and your shop with this and save you time and money with both troubleshooting and any repair's.
  7. Imagine the cost of that if you just started sending boxes out for repair. We were able to find this problem and correct it with minimal time and materials.
  8. Good Eye! It took several pictures before I was able to spot it, that can be a pretty overwhelming area to inspect and make sense of. I was able to help my Client spot it, from 9,200 miles away! Look at the insulator on the terminal of the white wire, it is discolored from heat as well.
  9. Welcome to the Hall of Flame! I would wager that connection contributed, at least in a small part, to the demise of the motor. A loose connection drops voltage just as a resistor, a motor draws more current when ran on lower voltage. The bright side here is an LED replacement!(no pun intended)
  10. Who can spot the missing screw? Much of what is in this area will not react very well to a loose screw...
  11. The last 3 or 4 inches of that wire got hot enough to anneal the copper as well as the terminal end, the breaker components, and even the terminal on the other connected wire. I recommended they replace all of it.
  12. Funny you should notice the color, It has been baking for a while due to a loose connection. You are not missing anything, good eye! We need to be watching for all forms of these issues with older aircraft.
  13. Just above and to the left of that big black tyrap is a loose ring terminal carrying the power to the avionics buss, or sort of carrying the power. Notice the discolored terminal and wire?
  14. I just started another thread, put some of these on there, show the coaxes that went to that antenna. Thank you for sharing these!
  15. I've started this one in an attempt to bring more awareness and understanding about arguably the most critical component of an aircraft. Your wiring. Also to minimize my hijack of another thread. This was a project I took on earlier this year, an autotrim issue causing a pretty good porpoise on autopilot. During a ground check over the phone, we detected and located this in less than an hour. My client was aware of the symptom, but had not recognized the severity of the situation. In this case the avionics would intermittently not power up when the avionics master breaker switch was flipped on. I told him we needed to begin there, I preach a simple rule, when you see a bug, stomp on it. Here is the bug we found, I hope to have everyone show a picture of the wiring maladies they have spent time and money on. Once we stomped on this bug, his autopilot problem was gone..