Bob Weber

The biggest killer of breakers is a loose connection in my experience. I recommend checking all the screws for tight, anytime you find yourself in that area. My all time winner so far, a breaker switch feeding an avionics master buss in a 340A. The "Australian Hall of Flame", a foot of the 10 gauge wire feeding it needed replaced as well. His trim system worked better than he ever remembered after the repairs.

I would be very interested in what "other stuff" was pulled. That is a rather complicated installation and should have been 2 bolts on the mount and a Winchester connector. I would be happy to give advice to make sure that thing goes back in just right, I have the installation manual that will be needed, especially if the cable and mount are loose. webairconsulting.com

Jake will treat you fair and very thorough, I was going to recommend him.

I can assist here, it isn't too difficult. where are you sending it and what is the failure? Bob Weber webairconsulting.com

https://webairconsulting.com/ You are welcome I assist folks all over the planet troubleshooting the old systems I spent 40+ years installing and repairing. Quite often my guidance can navigate you thru the diagnostics without swinging a prop! My record time was 15 minutes, a guy with a Cessna 340A, flying in the soup routinely, in Queensland Australia with his family aboard. We spoke for 5 minutes ground checking the system looking for a trim issue in his 400B IFCS system. He hesitated after I had him turn on the Avionics Master, saying "it does this sometimes". I could hear him flipping the switch several times before he said OK what's next? When I asked him about what just happened, he said the radios won't come on without flipping the switch like I heard. I answered his question by requesting he put an out of service tag on the aircraft and send me a picture of it. in minutes I got the pics from 9,000 miles away. Where's waldo? He said it was doing this for years and getting worse...

Jake is the best for the repairs, I work with him regularly while guiding fully capable shops navigating thru issues with systems unfamiliar to them, some times even requiring an interpreter. Once we diagnose the issue, I have the suspect component/s sent to Jake often discussing the project with him before he receives it. For far less than the cost of the trip, I can guide your local shop thru the tasks needed, once diagnosed, you will be well on your way to the resolve. Let me know if I can help. Bob Weber Autopilot Consultant https://webairconsulting.com/

Matt, I did see your emails when I looked back. I will give you a call today, my apologies for the delay.

Matt, did you send it to bobweber@webairconsulting.com? You can visit my website webairconsulting.com there is a link at the bottom of the first page. You can also call me 9am-5pm Eastern mon- fri 616 822 1999. Incidentally, My Cousin, Lieutenant General Joe Weber, is a name you may recognize as an AGGIE class of '72. I lived in College Station in the late seventies building prosound systems for discos. GIG EM! Give a call. Bob

I can help you get this fixed, visit my website to see how I work. webairconsulting.com and email me at bobweber@webairconsulting.com. There are some voltage checks that can point to the problem.

Yes, I don't gouge people, perhaps the 40+ years of doing this taught me more efficient methods.

I just shipped two KFC 200 trim switches from MI to CA, guaranteed overnight for $30ish each.

The following is an excerpt from a Sys 30 manual, the adjustment is in deed in the lower RH bezel screw. I like the use of GPSS and watching the track line for centering. 4.7 Roll Centering Adjustment The Roll Centering Adjustment compensates for any offset that may exist in the Turn Rate Signal, which is internally processed by the Turn Coordinator / Roll Computer. This adjustment should be performed on the ground, following replacement of the Turn Coordinator / Roll Computer. It should also be performed in flight, if one of the following symptoms is observed: 1. Heading Bug is offset from the Lubber Line, while holding a heading with the heading mode engaged. 2. CDI needle is offset from center, while tracking a course with a navigation mode engaged (LO TRK, HI TRK). 4.7.1 Aircraft on Ground Adjustment 4.7.1.1 Preparation for Adjustment a. Set Autopilot Master Switch to OFF position. b. Set Avionics Master Switch to OFF position. c. Set Battery Master Switch to OFF position. d. Set APU Power Switch to OFF position. e. Connect APU to A/C. f. Set APU Power Switch to ON position. g. Set Battery Master Switch to ON position. h. Set Avionics Master Switch to ON position. i. Set Autopilot Master Switch to ON position. j. Wait until RDY lamp alone becomes illuminated on AP display. k. Turn OFF Navigation Receiver to center CDI needle. l. Engage LO TRK mode. 4.7.1.2 Adjustment Procedure a. Insert the Roll Centering Adjustment Tool, PN 95101-1, into the bezel hole shown in Fig. 4-2, until it makes contact with the Roll Centering Potentiometer. Caution: To prevent internal equipment damage, do not apply excessive pressure to the Roll Centering Potentiometer. b. Adjust the Roll Centering Potentiometer in small increments, until A/C Control Wheel movement is nulled. Note: Allow time between adjustments for autopilot to stabilize. 4.7.2 Aircraft in Flight Adjustment 4.7.2.1 Preparation for Adjustment a. Trim aircraft for level flight. b. Intercept a course. c. Engage LO TRK mode. 4.7.2.2 Adjustment Procedure a. Insert the Roll Centering Adjustment Tool, PN 95101-1, into the bezel hole shown in Fig. 4-2, until it makes contact with the Roll Centering Potentiometer. Caution: To prevent internal equipment damage, do not apply excessive pressure to the Roll Centering Potentiometer. b. Adjust the Roll Centering Potentiometer in small increments, until A/C Control Wheel movement is nulled. Note: Allow time between adjustments for autopilot to stabilize.

I would wager the poly tubing is original and whoever tied the collapsed tubing is at fault. Vacuum flowing thru a gyro relies on volume and those tyraps inhibited the flow. When the gyro issue began is probably right after they were pulled so tight. What is that filter mounted to? Bob Weber WebAirConsulting.com

Give me a call 616 822 1999 and I can walk you right thru figuring out what's wrong, and the most efficient solution. Bob Weber WebAirConsulting.com

I'm glad you're on this one Jake, you know what you get to fix now...

Price an aircraft purchase with a C2000 with replacement in mind.. They work fairly well when they work, but very costly to repair and hard to troubleshoot when they don't, they're on their way out.

If you aren't going to use the dead 602 I have a spot in my museum for it and would be glad to send a shipping label. I installed a lot of them over the years and prided myself in placing the EGT probes to show the same temps with GAMI injectors. It would look good next to the Argus 5000 I just received.

Trim issues with any autopilot need to be dealt with, often times they point out some other issues. I need to play a game of 20 questions to get a better feel for the issue. I can be reached 8am-6pm Eastern Mon-Fri at 616 822 1999 Visit webairconsulting.com

Think of the luxury of making one phone call and asking what is wrong, demanding an answer, rather than multiple calls that tend to point at each other.....

I would never mix manufacturers of systems that are software driven, ever. I watched a talented engineering team battle for days to get them to work together just so I could fly and get them out the door. Imagine being in ATL changing the database in one or the other while waiting on picking up a passenger and suddenly it stops working. Next thing you know, a week later, they're pointing at each other for blame. I can't think of two manufacturers that would be worse than avidyne and Garmin you could expect to peacefully coexist. Lose the KI 256, by all means go with the 275, the "swiss army knife" and pick out a Garmin navigator. You should start a piggy bank for your new GFC 500 that you will need next, I can keep a KFC 150 going for a while but it is inevitable you will need to replace it. You will then be relying on a third manufacture's software. Think of your end game.

The Loran antennas I installed were on the belly of the aircraft, the GPS antennas I installed were on the top of the aircraft... Just sayin..

40+ years of scars has its advantages! It is very rewarding to help when such a small thing will solve a seemingly large problem! Bob Weber WebAirConsulting.com

I was taught decades ago that you can plan on around 50' of static pressure difference between the cabin and the ambient pressure outside. If that system holds 1000' of change for 1 minute I believe it will pass the test.

I have seen the rack mounting screws back out and cause just what you are describing, a 6" scale slid in where the 4 screws reside that mount the rack may well point to the problem. Ask me how I know.... Give me a call at 616 822 1999 if you would like. Bob Weber WebairConsulting.com

I can guide you right thru this, I have seen and corrected all kinds of alt issues with the 55X. Get me some pictures of the outside of your aircraft, often there were dedicated static ports we had to install. There are gold aluminum transducers as well. email the pictures to bobweber@webairconsulting.com