preinke

What is the issue of the Garmin servo install ? I would be going from an old BK KXX 200 servo install. Paul KIKV '77J

We need a Jesse clone in the Garmin world. Alan ?

I have been fighting a KAP 200 for a while now. It wasn't staying latched so I sent the computer first then the computer and mode controller to Bob Bramble. He couldn't find anything wrong so I purchased a schematic to help troubleshoot the system. I and the engineers here at work have studied the computer maintenance manual and it contains a wealth of operational details. I don't quite understand your sequence but would be willing to help in the troubleshooting process Paul

I removed mine after grass reshaped them. They weren't that good of specimens before. . The topic has resurfaced on occasion here to replace with composite . What is the current thinking / availability on doing this on a mid body ? Paul KIKV '77J

Any thoughts on the connector / brush block being movable ?

The alternator that came with the factory reman engine installed a year ago went offline on the last flight. I assumed it was TU but it came back on , on the flight for annual but went back offline when I put the gear up. I put the gear back down right away but dumped some load and reset the field breaker and it stayed up the rest of the flight. I have the Zeftronics 15300 regulator that I assume didn't like field resistance or the bus overvoltage but I don't think there is an indicator of which condition knocks it off. We checked field voltage (10.6) and resistance (5 ohm) on the ground . Didn't turn the alternator through to see if there were any field current irregularities. Looked the wiring over and observed the "brush block" seemed to flex. Was going to clean master terminals per DMax but am not hopeful. A&P thinks its the regulator - I think its the alternator - probably neither ! My ammeter doesn't work - anyone know where it is and the fuses on a 1977 J ? Paul '77J KIKV

Does anyone have schematic of the latch circuit in the KC 295 ? There is mention of the switch plate maybe being the culprit as it maybe isn't kept captive by the plastic on back of the switch. It seems more abrupt when it unlatches so I think it is a break in the circuit.

KAP 200 engaging has become unreliable. All the servos have been overhauled fairly recently . When it does engage it operates the roll and pitch servos but will sometimes disengage when Alt mode is selected. Disconnected the pitch servo and that seems to fix the latching problem. I will send the pitch servo off to Aerolab but would like to understand the latch circuit and disengage causes ( ie yoke trim switch ) What in the pitch servo could cause this ? Current draw ,trim switches , or short ? Garmin get going on the AP STC ! Paul '77J KIKV

Sarasota now showing Q3 2018

Garmin providing attitude info from the GAD box would be a home run imo. What is active traffic ? I have a Garmin 39R and Pilot - what kind of traffic is this considered ?

Scott, My thinking is probably flawed but thought with KI 300 + G5 I would have 2 boxes with different manufacture /software for redundancy. The inability to share resources to the autopilot negates this some and having 4 boxes vs 2 on Aspen is a negative. I don't understand interface limitations enough on the two boxes and neither is a very good road map forward.

IF the KI 300 does come out, Is there any better option than the G5 for a KI 525 replacement ?

What about a J model ? See other Dynon thread.

I'll wait for the Dynon thread

Does anyone have DXFs for J or K panels ? I wanted to do some placement experiments. I have the King AP and don't know which way to go but would still like to try a couple scenarios. Thanks,

Was there any camshaft / follower damage ? This seems like the root cause of the oil passage plugging in my engine. I had significant damage - case, cam ,cylinders, crank ? and Lycoming accepted disassembled but complete engine.on a reman. . The age of the engine was what they used as a disqualifier for the overhaul but I was also told the disassembled engine may have forced the reman requirement. Paul '77 J, KIKV

Although painful, I guess she's a keeper ! My panel project will be on hold - maybe the G3X will be STC'd by the time my funds return.

'88 when overhauled, oil gear was done @ '03 . We overhauled third cylinder in '13 Paul '77J KIKV

Byron, How much are you asking for the MAC ?

Originally the mechanics didn't think there was a passage but I could see a difference in appearance and we were able to pick through . We didn't check the metal plugging the passage for magnetic properties. I came to appreciate the destruction that these small particles caused in a relatively short time. The cylinder bases were also affected.

Started process 2-1 , needed waiver because of disassembly, 3-28 was estimated delivery, 4-18 was actual for factory reman

Last annual metal was found in the filter. I tried to measure the quantity and it was near Lycoming's threshold of keep running with caution. My mechanic was ok with this approach but I wanted to take a look. The engine had about 1000 hours since overhaul but had been internally inspected several times as cylinders were overhauled. but years since overhaul was 25+. The pictures below show findings - the camshaft journal was wiped because the oil hole was plugged. I had originally thought about overhaul as I had been slowly updating the motor over time. With the bad case and cam, I decided to go for factory overhaul but because of age was required to go reman route. I have about 10 hours on the new engine and though expensive I am glad we took a look as things were going south quickly. I sold the Cessna 180 to help fund this project - been a little depressed but now that the Mooney is flying again it's getting better. Went with my daughter on father's day and went to our favorite ice cream shop. Paul '77J KIKV

The factory allowed my '77 engine as an exchange but only for Reman - not overhaul. There are a couple more Mooney parts for the prop governor conversion that DHC documented - only a bushing on control arm wasn't descibed . His thorough description has saved us many hours - a big thank you ! I hope to be back in the air next week. My original intention was to work with what I had but the factory overhaul became cost effective but because of the age Reman was only option.

Should have studied more and partied less ! Wowza ! IF you have to ask ....