FLYFST

Rotorman, you need to review the referenced McCauley ASB273C. The model and serial numbers are there.

I sent Alan Fox an inquiry and I am waiting for his reply. Also, look back near the start of this thread where I did post several pictures. Thanks for the suggestion.

Troubleshooting update #2, I have to replace at least one of the blade antennas. The following is a bit detailed but I am providing in the hopes it will benefit someone else, as the advice and suggestions from this forum have helped me. All the cabling, connectors, and GNS-530 NAV-1 check out, but one of the antennas is apparently bad. Measuring the resistance for each antenna at the BNC connector, between the center pin and outer shell, one antenna indicates a small (0.3 to 0.5 ohm) but definite resistance while the other indicates an open circuit. I contacted Cobham Customer Support, and they were very responsive and helpful! They explained that each of the CI-120-1 blade antennas should have a 'short' circuit resistance reading between the pin and outer shell, and that 0.3 ohms resistance indicated a good antenna while the one indicating an open circuit is faulty. In my installation the two CI-120-1 antennas each connects to its own coax cable (CI-120-2) and both cables come together in a power combiner (CI-120-3), from which a single coax cable goes to the cockpit to a Dual VOR / GS Antenna Coupler (CI-505). The CI-505 splits the signal and has two separate VOR/LOC outputs, one for each NAV radio, and a Glide Slope output. According to Cobham, the CI-120G-S is a balanced system consisting of the antennas (CI-120-1), cables (CI-120-2), and power combiner (CI-120-3). A malfunctioning or not working antenna (such as I appear to have) would throw the system out of balance and can result in the kind of issues I reported at the start of this post. So now the next step is to find a single used antenna that is in good enough shape but with undetermined performance qualities to balance against the rest of my working system components, or spend ~$1,200 for two new blade antennas and reuse the cables and power combiner, or get a complete CI-120G-S for ~$1,500.

Thanks, I will. Right now I'm in the process of removing the blade antennas, checking for any corrosion, and cleaning that up as necessary.

Update on the troubleshooting: I had the GNS-530W bench tested and found no issues of concern. The NAV radio was just a little weaker than spec, but according to the shop not enough to account for the issues I have been chasing, and certainly not a reason to send it to Garmin for refurbishment. So now the troubleshooting focus will be on the blade antennas and the two coax cables coming together at the power combiner that is located at the tail.

Excellent, thanks! I will reach out to Rick. Hank

Thank You! I called them up yesterday. I am also considering Central Florida Avionics & Instruments in Leesburg. By the way, since you are based out of KFXE, do you know anything about Aerospace Electronics, Inc. (AEI)? There are a few post on MooneySpace recommending them but the phone number I have for them is not operational and their website is down. thanks again - Hank

Thanks! I will look them up. Hank

Hello Florida Flyers, Anyone have experience using either MAC Avionics or Gulf Coast Avionics in Lakeland (KLAL) or possibly Central Florida Avionics & Instruments in Leesburg (KLEE) that you are willing to share? Any other avionics shop recommendations for troubleshooting and repair (not new install)? thanks - Hank

Try https://www.mooney.com Sent from my iPad using Tapatalk

Wrong site Sent from my iPad using Tapatalk

I have the same situation with the breather hole in my J. The Engine Saver manufacturer will provide (for $14) longer tube that allows the foam seal to be pushed past the breather hole. One thing I've noticed with the design is that the foam seal is not very durable and starts breaking up after several insert/remove cycles, so I am looking for an alternative and would appreciate from any of you that have dealt with the issue. Overall, the Engine Saver works well with my installation in the engine breather tube. Using a temperature/humidity data logger that I place in the exhaust pipe, I see the humidity drop from 76% measured about an hour after a flight to 17% within 10 hours, and eventually to a low of 10% after ~2 days. These results are using recently dehydrated silica (3 hrs in the oven at 300 F) and will diminish in effectiveness over time as the silica absorb moisture and its time to dehydrate again.

Take a look at MSB 20-282A. It details a very specific inspection process but for the Eaton springs only. Sent from my iPhone using Tapatalk

The price i was quoted by two different MSCs was $9,500 plus installation to replace the Plessey with an overhauled Eaton actuator and new spring, and that was based on first finding an Eaton actuator to overhaul. I got away with a lot less than that by installing a new spring on an used Eaton actuator with low hours and not overhauling it. My research also indicated that the Plessey is a more robust actuator. But, the spring the Plessey uses is just not available, and neither are parts to overhaul that actuator. That left the Eaton actuator with a new spring as the only option for me, consistent with the continued airworthiness certification of the aircraft.

I replaced my Plessey actuator and spring with Eaton actuator and new spring, apparently just in time. During Annual gear check my A&P could hear a “ratcheting sound” which appears to be an indicator of a spring or actuator getting ready to fail. Good luck. Sent from my iPhone using Tapatalk

Check that your adapter puts out the 2.1 amp minimum required for the iPad.

Glad to hear about the ease of replacement, any interface challenge with other systems? What other interfacing systems do you have? I am considering the IFD replacement but worried about interface issues with the rest of my installations. My ADS-B installation connects the GNS-530W to a GDL-88, FlightStream 210, and KT-76A. The GNS is also connected to a Century 2000 autopilot and a Century 360A HSI for coupled approaches. Thanks - Hank Sent from my iPhone using Tapatalk

Correct. The GNS actually identifies and displays the primary station ID, radial and distance. When I listen for the audio ID, I press the NAV volume and see the ID indicator. But while I receive the audio on NAV-2, I don’t receive it on NAV-1 at the same frequency until I am closer to the station, even though the GNS530 has the station identified and is sending NAV signals to the HSI, which appears to be operating normally. However, the apparently correct NAV indications on the HSI are unreliable until I start receiving the audio for the station ID. Some of the above is from memory recall and requires that I fly a more detailed set of tests and take better, more detailed notes to make sure what I recall is correct. Sent from my iPhone using Tapatalk

The lines show were the plastic cover started to delaminate from the antenna soon after I bought the airplane. I put the tape around the leading edge to prevent further delamination, which it did and I did not note a performance issue back then. I have not changed the tape in over six years. Swapping the coax at the diplexer output to the radios in the cockpit only improved the NAV-1 performance marginally and did not make the NAV-2 performance worse, so I don’t think the antenna is the issue. As my troubleshooting continues, the evidence pointing to a weak NAVCOM in the GNS530 appears to be growing. The Garmin refurbish price is now $1,850.[emoji20] Sent from my iPhone using Tapatalk

I have tried three distant VORs, ORL 112.2, CRG 114.5 and MLB 110.0, plus nearby OMN 112.6. No problems with navigation to/from OMN or with performing air-to-air checks, which have remained consistent at 0-2 degrees difference. Navigation reception from ORL 112.2 is worst. Navigation to CRG 114.5 and MLB 110.0 are better, but NAV-2 (KX-155) is always stronger than NAV-1 (GNS530). One curious and concerning thing is that when using NAV-1, the GNS will ID the station and display the radial and distance. When in the VLOC mode the GNS is driving the HSI and that shows the proper to/from indication, the NAV flag does not show, all of which indicates proper Nav performance. BUT, when far from the station I do not receive the audio ID and without it present, the navigation performance is not reliable or just plain wrong even though the GNS is showing the station identified and the HSI flags are indicating proper operation. Thanks for suggesting the central ground lug on the back that can degrade over time. I will add that to my to check list. Thanks again Sent from my iPhone using Tapatalk

I will be doing more test flying to better document the difference in reception between flying to and from. Like you, I follow the magenta line, but periodically refresh my VOR navigation skills and equipment, which led me to discover all is not well with NAV-1, so now I am investigating to find and resolve. You asked for some pictures, so here you go. I will not know for sure until I remove the antennas to clean and reestablish the ground plane, but they appear to be Comant CI 120-G/S. The two coax cables from the antenna come together in the lower tail cone at a CI 120-3 Power Combiner. From there a single coax comes into the cockpit and connects to a CI 505 Diplexer, that has two VOR outputs and a G/S output. The G/S cable goes to a splitter, one end to NAV-1 and the other to NAV-2. The antenna mounting appears well sealed and there is no movement of either antenna. The top of the right antenna started to delaminate approx 7 years ago so I placed some transparent tape on it that has remained there since, and I did not notice any before/after NAV performance change since then. While possible, I doubt the problem is that antenna. When I swapped the diplexer outputs at the cockpit and did a quick flight check, the problem in NAV-1 did not move to NAV-2, which continued to work well, but the NAV-1 reception did improve some. My hope remains that I will find the problem to be connector corrosion or antenna ground plane problems or both, but expect sending the unit to Garmin may be the eventual fix. Sent from my iPhone using Tapatalk

Yes, sending the unit to Garmin may be in my future, but before committing to that I am investigating other possible sources since the problem has developed over time. The loss in performance was easy to miss since I normally use NAV #1 in GPS mode and only switch to VLOC for ILS or LOC approaches, and by then the airplane is close to the station. It is only when I try using NAV #1 in VLOC mode to intercept and follow an airway that the problem becomes evident. Interestingly, the unit does better flying to a station than flying from a station. In recent tests, flying at or above the MRA on the airway, the GNS350 was able to ID and display the station details at 57.5 NM, but without also getting the audio ID the navigation information is simply not reliable. Thankfully my KC-155 NAV #2 performs well and it drives a second G/S, so I can use it to navigate and fly instrument approaches, just not coupled to the autopilot. Thanks - Hank Sent from my iPhone using Tapatalk

Thanks Stan, interesting read and I’m glad you solved your problem. My Nav #1 problem has developed over time and I cannot trace its origin back to any maintenance event, so the most likely cause appears to be corrosion developing in the connectors, antennas, diplexer or power combiner. I am working my way slowly and eliminating components before giving up and taking to an avionics shop. One new thing I noticed today is that the reception on Nav #1 seems worse when flying away from a distant VOR and stronger when flying to the VOR. The KX-155 Nav #2 works well in both directions. All the best - Hank Sent from my iPhone using Tapatalk

Bruce, I realize it has been a while since you posted this, but what did you find? Did you get the problem resolved? How? I'm dealing with a very similar situation on my 1990 J to the one you describe. thanks - Hank