Bob Weber

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

JR I can help you with this with a quick call. 616 822 1999 Jake is correct that a centering adjust will likely correct your issue. Has if ever flown a centered NAV course with the Aspen installed?

Netherlands, I have a wonderful family I know that immigrated from there. Today I hope to help one of their former neighbors!!

A year or two ago I needed my advice translated to a guy from the Philippines in the Mariana islands, 3 questions in I heard the guy react when he saw the light, my Client said "I don't need to translate that one". I'm blessed to be able help people on 5 continents, Europe is where I seem to get a good deal calls

Henk I have repaired this issue before, you can call me at 616 822 1999. I can talk you thru a couple tests to confirm, then line up the repair.

”Perception is reality.” After almost three years of seeing false hopes, perception is formed. I've been waiting since the early '90's I watched this industry transform from KN 74's, to KNS 80's, KLN 88's, then the 90 came and I saw what I thought was the sunrise. I was so proud to present it as the primary navigator in this Collins STC for the 441's, you would not believe the reaction from the Collins rep Joe Dominguez when he oversaw our project, literally blown away by my work, but sickened by the looks of that navigator... Then they vomited the kln 89, and much more pathetically followed up with the ole '94. Then, so many grandiose "visions" of the new navigator that never materialized. All the while I watched Garmin literally stand this industry on it's ear and completely dominate the market in literally every aspect. Gary and Min broke from King Radio Corp. in 1989 and began doing things their former employers wouldn't allow them to do. I put the very first Garmin GPS in a 441 Cessna, a GPS 100AVD, and have never looked away since. In today's world of avionics, we are all controlled by software that resides in literally every component of our modern suites. Whether it be multiple vendors with multiple cycle intervals and protocols, or a single manufacture with what one would hope to be, and for the most part is, a coordinated application to each of the effected components. Watching a competent engineering team struggle for days to get software to cooperate between different manufacturers equipment was far worse than matching analog signals to interface properly back in "my day" I also built a custom dash for my offshore boat for the two of them...

You might want to give a good check of the vacuum system and verify correct operation. Jake's description of how it should look on start up is important to verify, it gives us an idea of the health of the system. A stuck erector vane in the gyro can be indicated this way, as well as low vac level or restricted lines diminishing the volume. When a gyro reacts like I watched yours in the video, the friction of the gimbal bearings is greater than the gyroscopic force of the spinning mass. This can be caused by defective gimbal bearings, the bearings on the spinning mass, or low vacuum flow over the rotor.

That gyro is bad..

Peter there is only a solenoid and wires inside that servo, you may consider taking a quick peek inside it, but first try pulling the the back shell apart and inspect the servo connector first (servo side). If you don't see anything loose, check across pins 1&2 for the impedance of the solenoid, if you find an "open", then get the peek inside. There is a set of solder terminals in there used to connect the solenoid to the servo harness, try to measure for the impedance there as well, if still open the solenoid coil is bad. It is very rare to see one of those coils fail. Give me a call 616 822 1999, I can help you thru this.

My favorite weapons. Years ago there were tools resembling a screwdriver to reach into the narrow racks to remove them, and a plunge tool to install them..

That sounds like a data burst to me.. A quick peak of a GMA 345 manual shows 17 and 18 of P2 as an RS 232 in and out, anything tied to those pins? Probably a poke in the dark but you never know.

Warren in today's market we are seeing more and more replaced systems which is freeing up a pool of spares. This allows us the option to simply replace a defective unit if it is beyond economical repair. The positive thing here is getting the later version of servo if yours is the non ruggedized version. The very first step will be to determine what is working and what isn't, as well as a look at the logs for past work on any of the autopilot components. It's not unusual to work with "reviving" these systems, it's getting far easier with the spares availability. The general regret comes when we get it back on the rails and you realize just how well it works and what you have been missing all these years! Bob Weber 616-822-1999

If only there was someone out there with decades of hands on experience with this issue, it would be worth a mint to be able to go straight to the problem... Bob Weber Autopilot Consultant webairconsulting.com

Mike you will need a 5/64th hex key

065-0028-01 for S/N 24-0001 to 24-1093 minus a couple oddballs. What issues are we fighting here? Thanks guys for the compliments!!! Bob Weber Autopilot specialist webairconsulting.com

Two words... Stabilant twentytwo