rbs4159

Latest drama - After my last post on 1/31/15 after installing the new 'blue box' that contains the GPS unit, when I was still hopeful, the unit failed again, several times. This time, FreeFlight asked me to fly my aircraft to Executive Autopilots at Sacramento Executive (KSAC) for evaluation and repairs. I did, on Friday2/13 - the unit worked perfectly on the flight to KSAC, naturally, as is always the case with intermittent failures, and it also performed flawlessly on the ramp in Sacramento when I dropped it off. I left 14N there, rented a Hertz car to get home. Executive Autopilots replaced the ADS-B GPS antenna, the antenna-unit coax and connectors. I picked it up and flew it home on the 20th, knowing that every component in the GPS component had now been replaced with brand new components - BTW, FreeFlight paid for the new antenna ($1,200) but not the labor or coax and connectors, since they didn't supply those parts, the installer did. The unit functioned perfectly on the way home from KSAC to KWVI, and has been OK on the one test I ran since. Executive Autopilots said the coax and connectors looked fine, and they had no way to test the antenna but - and this was a big but - they thought that the GPS antenna being mounted about 2" from my old 121.5 Mhz ELT antenna could have been the problem - something about re-radiating that I still don't totally understand. So, my A&P and I removed the potentially offending ELT antenna and ELT and installed a new ACC E-04 406Mhz ELT and relocated the new antenna far aft on the fuselage, well away from the 2 GPS antennas - one is the panel-mount nav GPS and the other is the ADS-B antenna. I have to say that FreeFlight has been stand-up throughout this process, but this has been a major league hassle for more than 4 months. I'll keep testing until I'm satisfied it's working as designed. If it fails again, I have no idea what to do. My installer has denied any potential installation problems, of course. Stay tuned

Latest update - two weeks ago, Freeflight finally send me a new GPS unit. It has a much later serial number than the one originally installed. Since it's just a slide-out, slide-in replacement, I reinstalled it. Just took a few minutes. When I fired it up, it acquired a position fix in 75 seconds. By comparison, my panel-mount non-WAAS unit took 65 seconds, and my Garmin 496 portable took only 50 seconds, although it took the 496 almost 3 minutes to acquire WAAS. I have test flown I 3 times, and operated it on the ground a half dozen times, all with perfect results, the FAA compliance report shows no problems. I have my fingers crossed that my problems are in the past. Of course, FreeFlight won't tell me what their engineers found when the tested it over a month's time so I'm not sure. If I have anything more to report, I'll post it under a new thread. FreeFlight's technical and warranty service has been exemplary and I can recommend them to you all. Since my plane was on the cutting edge, I suppose a technical glitch wasn't terribly unexpected, but it sure was a hassle. One final thought - since I now know a lot more about this system than I ever wanted, I'll be happy to offer lay-person technical assistance to anyone who needs it, as the post-installation configuration is still quite tricky. richard4159@att.net

I still haven't heard back from FreeFlight about the problem(s) with my internal GPS unit, hopefully they'll have an answer before too long. If you already have ADS-B installed, you can send an email to the following address for a compliance report 9-AWA-AFS-300-ADSB-AvionicsCheck@faa.gov Include your tail number and the equipment you have installed, they will email you back within a couple of days. I found a very useful informational brochure on the FAA website - it's the July/August 2014 FAA Safety Briefing, written by Frances Fiorino, Titled ADS-B Ins and Outs. I agree that FreeFlight has been very helpful but I still don't have a functioning unit. I'll keep everyone updated as my issues continue to develop. R

I had the FreeFlight FDL-978-XVR with WiFi and internal GPS installed in my '68 Ranger in September. The installation seemed to go OK, although it took awhile (it was this installer's 2nd installation and the 1st one also has problems) and the installer never could figure out the post-installation configuration settings by following the installation manual. So, I called FreeFlight's tech support, and we were able to clear all 5 or 6 fault messages. In early October I flew to/from Reno and experienced no fault messages. After that flight I requested the FAA ADS-B Compliance Monitoring report - they reported no problems - their e-mail said, 'All looks good' and the report itself had no red blocks which indicate a fault. A couple of weeks later on a local flight, the internal GPS refused to acquire a position fix during a 1.5hr flight, even though my nav GPS units were fine. Again I asked for the FAA compliance report, and it reported in-flight failure. After that, I flew 4 additional test flights - 2 of them were perfect (although the internal GPS unit was and is VERY slow to acquire a fix) - the other two had a GPS fault message, meaning it never acquired a position fix at all. After talking to the FAA and getting compliance reports for all six flights - some showing no problem, the others showing a GPS failure - the FAA opined that they think it is a software or some other GPS unit failure. FreeFlight engineers had me remove the GPS unit and send it to them for evaluation, repair, replacement, or ??? - I haven't heard back yet. I'll keep the forum updated on what they find. Meanwhile, tracking down faults and determining proper configuration codes, I have learned a lot more about the system than I ever intended, and am happy to help anyone with questions.

I would like to buy a Garmin GNC 250XL, everything needed to install, unit, mounting tray, connectors, antenna, manuals. I will pay a fair price for the right unit. Richard N6814N richard4159@att.net 831-234-6516

I would like to buy a Garmin GNC 250XL GPS/Comm - need everything to install, unit. mounting tray, connectors, antenna, manuals. Will pay well for the right unit Richard Mooney N6814N richard4159@att.net 831-234-6516

I would like to buy a Garmin GNC 250XL GPS/Comm with the unit, mounting tray, antenna, connectors, manual - everything needed to install. Will pay well for a good unit Richard Mooney N6814N richard4159@att.net 831-234-6516

I would like to buy a King KLX 135A GPS/Com in working condition. I need all accessories including tray, connectors, antenna, manuals, and PC connection kit to download databases. Would also consider a similar Garmin unit. Am not interested in a GPS-only unit because I have to replace my #2 nav/com with this unit due to lack of panel space richard4159@att.net

Thanks guys, I've worked with Brittain, and they are very helpful. Unfortunately, these parts are hard to come by, and my best bet is to find someone who has them. Even if they need to be overhauled I'm still interested, since Brittain will repair or overhaul any of their components.

Sorry - my email is richard4159@att.net not sure what happens if you capitalize the first letter

The B5 is a different system than mine, which is a B11 & B12. The altitude hold will work with manual trim.

I still need a few parts for the altitude hold/pitch control systems. I need part #1895 pitch/alt on/off panel; 20022 pitch trim indicator; 11353 altitude reference chamber; 2982 5" servos (need 2 servos); and the pitch trim valve (don't know part #). I will pay top$ for any or all parts. Please email Richard4159@att.net or call me 831-234-6516

The PC system in my '68 C model works perfectly and I never disengage it. To make turns a bit easier, and on takeoff and landing, I depress the yoke button. When my son flies with me as co-pilot I just let him overpower it, which causes no damage, but keeps him from over-controlling, which he is inclined to do. I had both the Accuflite heading hold and Accutrak nav tracking systems installed last year, and they both work perfectly, as wel. The nav tracking system does wander some when chasing the CDI on a VOR, especially close to the station - when that happens, I switch to the heading hold. The Accutrak will induce an almost perfect standard rate turn. I have located most of the components for the altitude hold, as well, and when I locate the panel for it (if anyone has parts for it, please let me know, I'm interested in buying them), I plan to have it installed. Brittain, has been incredibly helpful and their prices can't be beat. BTW, keep your fingers crossed that they're all all right, they're in Tulsa, OK, right in the path of yesterday's storm and tornadoes. I have PDF installation and maintenance manuals for these systems that I could attach to an email if anyone needs them, but they can be obtained directly from Brittain, too.

Just another version of the Nigerian scam. Anyone who gets taken by those morons is dumber than they are

It's worth it in my opinion. The correct DG is an ARC G-502A, Edo-Aire # 4000D-1, part #IU262-005-20 - I know, we just installed the Brittain A/P in my '68 C model. The correct turn coordinator is a TC-100-EVS. I have a spare 100-EVS that would need to be overhauled, but it has the vacuum valve on the back, and the roll trim too. Let me know if you're interested. Not sure but I might have a spare G-502A as well.

Thanks for the input, good idea. I can't recall if I have both AccuFlite and AccuTrak on at the same time in this situation (I don't think so, I think I've been flying either-or), but I can see where that might help damp the oscillations especially as I get closer to the VOR where the radials are so close together, I'll try it. My A&P tried adjusting the DG controller but it didn't help, then he called Brittain, who suggested the DG is probably the problem. We'll check that out next, although the DG is a major hassle to get in and out and I'm tempted to placard it for a 10 degree error and leave it alone, but that doesn't feel very good. I've got to give a plug to everyone at Brittain, especially Kevin, who have gone abocve and beyond reasonable expectations in helping me and my A&P. I'm rounding up the pitch/altitude hold components now. Stay tuned -

We just installed AccuFlite and Accutrak on my '68 C. The PC system worked perfectly before, and I can't imagine flying without it. The AccuTrak works great, but like every other VOR tracking system I have flown, when close to the VOR it oscillates slightly back and forth chasing the CDI, but I'm sure that's due to the VOR, not the autopilot. In manual turn and heading track, the turns are almost a perfect 120-second standard rate. My only remaining problem is a DG that rolls out and tracks 10-11 degrees left of the heading bug at all headings, but holds the heading perfectly. The DG is an overhauled unit, which we and Brittain think is the problem, but I'm tempted to placard it and leave it alone rather than pulling it and sending it back to the overhauler for adjustment. I just located the altitude hold controller part No 12000 but still need the plumbing diagram and other cpomponents to add that to my system. Anyone have the installation and maintenance manuals for altitude hold in PDF they can email me?

Great thread. My '68 M20C had a beautifully functioning PC system in it when I bought it almost 7 years ago. A wonderful safety feature, which I leave engaged all the time except during landings/takeoffs and turns, when I simply press the release valve on the pilot yoke - I never pull the button up to relieve system vacuum. A couple of years ago, my A&P replaced an o-ring on the valve that was leaking, no big deal. This year, after looking for a long time, I finally obtained all the parts to add the Accuflite heading preselect and the Accuflite nav tracking systems which my A&P installed a couple of weeks ago during my annual. It is a terrific system, and everything works great except - - - my newly overhauled DG rolls out and tracks about 12 degrees left of the heading bug on all headings. My A&P has tested everything and Brittain has been very helpful, we now think the DG, which I bought ovhauled just last month is the problem. Does anyone know if the DG has a simple adjustment to align the lubber line and the bug? It tracks perfectly, but 12 degrees off. On another subject, a friend has an F model with the Brittain B6 system in it, but he has no documentation. Does anyone have the B6 manual that they could PDF and send me? I would be happy to pass along anything we learned during the Accuflite/Accutrak installation and testing if you want to email me. richard4159@att.net

Thanks, Zane, for defending attorneys. I'm not an attorney, but both my wife and daughter are, and I'm damn tired of all the idiotic lawyer bashing by lightweights who don't think for themselves and just regurgitate the anti-lawyer venom they've heard someone else spit up.

I bought the Top Prop in 2008 and am now on the 4th or 5th spinner. The original and subsequent replacements were replaced under warranty for exactly this proble, although I never personally excperienced it. The last warranty replacement they sent me is a painted composite spinner that they say permanently fixes the proble. We'll see but so far so good. 1968 M20C

Do any of you with the fancy autopilots have the parts to add autopilot to my beautiful Brittain PC system? I agree with one of the posts that feels dumping $15K or so into a 1968 C model doesn't make sense, but I would add the Brittain A/P parts if I could find them.

My A&P and I are going crazy trying to eliminate oil leaks on my '68 C model. So far they've repaired a couple of cracked fittings on the rocker drains, re-sealed the oil cooler lines, replaced a gasket on the vacuum pump, sealed a couple of crankcase through bolts and replaced the crankshaft seal - twice! (the wrong spring was put in the first time) and 3 years ago the oil pressure regulator was removed to replace a cross-threaded crush gasket. The leak, oir leaks, seem to come from the front part of the engine. It's better now and the leaks are smaller, but every time I fly it, there's still a drop on the rear of the starter and the front oil pan bolts, and a small pool of oil in the bottom cowl. Anyone have any suggestions for leak sources that we might be overlooking? On another subject, I had to replace a Kelley Aerospace lightweight starter after only 3 years and about 300 hours. Anyone else have this experience? Thanks for any input

I just bought a replacement CHT probe for my 1968 C from LASAR. here's what the tad on the lead says: 'Norwich AeroP/N 102-00007 FAA-PMA S/N 31043' Haven't installed it yet, as I'm waiting for my annual next month. Does that help?

I have a Garmin 496 with XM weather mounted on my pilot yoke (the Ram mount goes under the yoke as running it on top blocks the panel). Has anyone yoke-mounted a Garmin 796 or 696? If so, could you send me photos, it looks like there 's not enough room, but I would like to upgrade if I could make it fit?

When I bought my C 5 years ago, it had the GE 4522 250W lamp but the switch/breaker kept tripping so I installed the 100W 4537 lamp. I no longer fly at night, so if figured it didn't matter much. But it kept tripping the breaker, so I replaced the switch and the problem went away. Barry - or anyone else with this experience - if you replaced the OEM landing light with the Whelen Parmetheus PLED 461L, I would appreciate any information or tips on fitment or other installation issues, if any, as I think I'm going to spring for it in the near future.