Fritz1

424SB KI525A - KFC225 glide slope wiring.pdf424SB KI525A - KFC225 glide slope wiring.pdf I need your help to figure out the cause of my intermittent glide slope bar on the KI-525A. History: The intermittent glide slope bar started a couple of years ago after a GTX345 was installed. The glide slope bar sometimes disappears when jolt goes through airframe, like landing gear coming down or aircraft touching down. GNS530 was overhauled, KI-525A was overhauled twice. A couple of months ago I realized that the glide slope bar was disappearing when pressing on a wire bundle in the copilot footwell. The autopilot and the flight director were never affected, always stable, so the autopilot was always getting good data from the 530. My conclusion: Something is intermittent between the autopilot P2251 connector and HSI connectors (marked up diagrams enclosed) During my last flight about a week ago the glide slope bar was working fine I took the HSI and and the autopilot control unit out to get to the bottom of this intermittent problem and checked continuity between HSI plugs and autopilot plug P2251: GS down: HSI B connects to AP 52 GS up: HSI E connects to AP 12 GS Flg+ HSI J does not connect to AP 14 but connects to AP 15 GS Flg- HSI W connects to AP 15 This would mean that the GS Flag circuit is shorted at the AP plug, however the HSI glide slope bar is working fine in test mode and I cannot make the glide slope bar disappear no matter how I move the wire bundles in the copilot footwell. Something does not add up. I have enclosed a scan of all wiring diagram that I am using, the KFC 225 installation manual is revision E which I think applies to my airframe made in 1999 SN280. Before finding the disconnect 14-J I was planning to parallel the four wires for the glide slope between the HSI and the autopilot. Now I am wondering if I have the wrong wiring diagram or if not how the glide slope bar can test correctly and appear half up when the 530 goes through its startup test in spite of the GS flag circuit being shorted at the AP plug. Soo, what is it that I am not getting?? Your insights are greatly appreciated!

I have a WX500 and was debating to take it out since I was getting false returns from the strobes. Works fine once I turn the strobes off. Having ADSB and XM weather almost makes the WX500 redundant, however it is installed and paid for, provides real time information whereas download weather is typically 15 min old. I like the XM, helps me stay away from convective cells, still need to learn how to use the WX500 to add to the picture. Some people that have it like it and keep it.

Welcome to the beginning of the journey. Lots of parameters to consider. Based on my limited life experience airplanes that are not operated for profit are best bought for cash. If things go south they can be converted back to cash to add fuel to a business. Typically another 20-30% of the purchase price of a well maintained aircraft is spent on repairs and upgrades in the first two years. A plethora of knowledge can be derived from talking to people that maintain and overhaul the birds, dealers and owners. This process can take a couple of months to a year. Studying for sale ads and logbook also gives you valuable insights. When I was airplane shopping 7 years ago I was looking at Encores and Bravos, both with TKS. The Encore has the best overall airframe balance. After in depth discussions with engine shops I bought the Bravo which is a tad nose heavy. The process took about two years while flying a 182RG in a partnership, accumulating the budget, analyzing dozens of logbook, two pre purchase inspections and test flights to buy one aircraft. Take your time to figure out what you want and the buy the best aircraft that you can afford.

I did an AK trip with a M20M 6 years ago, out of Bozeman MT into Kelowna BC, called Canadian customs they said ok to get out of the airplane, non event. Overnight stops in Ft. Nelson and Whitehorse. No FBO in Whitehorse in spite of 12,000 ft runway, made friends with smoke jumpers to use their bathroom and a cart to get luggage out of the gate, we also got their key code. Back into the US in Juneau, friendly customs agent came to the airport within 20 min, parked in wrong spot. Up to Fairbanks, back to through Juneau, then Ketchikan, then Bellingham WA. A good reason not to land in Canada is that you are able to carry a gun just in case. To my best understanding it is virtually impossible to carry a gun on a US registered aircraft landing in Canada. The coastal route is weather sensitive, we did the trip in August with a TKS which we used a couple of times inland but not on the coastal route going south. TKS fluid was not available in Juneau or Fairbanks, had a jug shipped ground by Spruce to Fairbanks FBO, strange Alaska and no TKS fluid. If I were to do it again I would go up and down the coast Bellingham - Ketchikan.

Noise abatement is the primary cause of existence for the MT prop, if the there is no noise problem other props work just fine, then prop noise is the sound of freedom

Shims come in different sizes, LASAR or any MSC is probably a good place to order. The other main cause for slop is the steering arm idler bushing, pivots around a # 10 bolt threaded into the airframe, that bolt may need tightening and possibly replacing if worn. Best also ordered from a MSC, Spruce does not have it, I ordered 100 when I replaced mine a couple of years ago.

As stated before no upside for the company, you are a good pilot with a reliable airplane but you might inspire other employees to do the same and they might just crash. It becomes easier when you are self employed. I charge clients a premium economy ticket, generally fly in the day before if there is a morning meeting. Looking at the effort that goes into planning, preparing and executing the flight it often appears the business revolves around the airplane and not the other way around, but it feels great.

another 30lb can be gained by taking the rear seats out, any luggage goes as far back as possible, you will never even reach the icing rear limit of the the CG specified in the TKS AFM supplement, aircraft handles and performs best with max aft CG

Beautiful, looks squeaky clean, the TKS birds are typically weighed with the tank full, so with the tank almost empty you can load about 60 lb more people and luggage, equipment list in POH will tell how much fluid was included in the weighing

No loss in cruise, 8% lower stall, really impressive, probably translates into 15% less landing distance. Dumb question: what do they do in icing?

Don, will do, got scammed due to my own stupidity. It appears two scammers sent me PMs, I am listing their coordinates so everybody can stay clear from now on: JICOJA2903, phone 850 296 8308 NADINEMOLINE65 tel 410 609 4588, $400 went to HARRYSILLS956@GMAIL.COM Probably all burner phones, I reported the incident to Paypal and I am somewhat confident that I will get the $400 back since I declared this a business transaction and an extra insurance fee was paid. These guys seem to be hovering over the portal and caught me on the wrong foot. Lesson learnt: simplest way to determine if the seller really has the part is to ask for another picture from an angle that is not shown on the portal. Soo, if this is the most stupid thing I do all year I will be fine

Hmm, I got an email listing a phone no 410 609 4588, started communicating with the guy and sent $400 down-payment via PayPal, have not received the cylinders yet, if that is not you, I will report the incident to PayPal insurance, let's see if the funds are recoverable, and by the way still interested in the cylinders, pm me with a phone # where I can call you to get this going

Unusual bird, vortex generators, fancy interior, thorough inspection of engine by Lycoming guy might be helpful,

You never know, put on ebay and see what happens

Prior comments are on target, engine mounts are torqued to spec, remote chance torque is off, loosening the bolts and re-torqing is simple and eliminates that remote chance

Don says cylinders will be delivered next week, no worries

Have you shipped my 10-25D cylinders yet? sent you $400 down-payment per our agreement

If you have impulse coupling the sky tech may spin the warm engine fast enough for the impulse coupling not to engage, try slick start mag booster, there may be another problem, but the slick start may fire the hot engine regardless

C&W Caldwell NJ, pay them for an annual, you buy it, they sign the annual after fixing identified squaks, if you don't buy it there is a good reason and money well spent, kicker may be to fly aircraft to their location, they may not be inclined to inspect aircraft in Virginia

interested in the 10-25D master cylinders for my 2000 Bravo, please PM me

Swap temp sensors from hottest to coldest and clean blade contacts on sensor leads

Sounds like you are making all the right moves. I trust Kendrick's judgement. Regarding tweaking new or overhauled cylinders I have heard good things about Gann in Georgia and Victor in CA. New Conti cylinders apparently leave room for improvement, think Gann hones the valve guides and puts a fancy multi angle grind on the valves and valve seats, think he has a stock car guy that does this kind of thing for him. Best way to find out what is what is to call them. Getting an airplane that is new to you into the shape you want typically takes 2 years, nothing you did wrong, nothing the seller did wrong, nothing the broker did wrong, probably nothing the pre-purchase guy did wrong, just the nature of the beast and the cost of doing business. You carefully expand the envelope without getting into trouble, fix whatever pops up the best way you can immediately and eventually you have a reliable bird that goes wherever you want whenever you want.

I bought the visors from Don Muncy to replace my Bravo visors and like them, did not apply any lettering since the performance table printed on the original Bravo visor is unrealistic and some settings will smoke the engine in no time.

All good calls, typically it takes 2 or 3 guys to cover the horizon, a Mooney airframe guy, an engine guy and an avionics guy, they generally have different skill sets and different personalities, the skilled avionics guy is most elusive

Totally different perspective, I have an impulse coupling mag which can fire big time with minimum prop movement, I kept the key switch because I might just forget to turn those switches off, they are black, hard to see, key in hand feels safer to me