Preflighting after major panel job

[DXB]

Lots of aviation tragedy has been described on this site lately, and the added risk after major work is done on an aircraft is not lost on me.  With that in mind, I'm looking for guidance on preflighting when my plane comes back in my hands soon after install of a completely new panel.  The install includes STEC-30, Aspen PFD, JPI-900, GTN 650, KT74, flightstream 210, 406 MHz  ELT. This might not sound as risky as invasive engine work, but it did involve removing and replacing engine controls (including new throttle cable), and fuel flow was installed as well.

The avionics shop is perfectly reputable, and they've given me no reason to mistrust them, but I'd still like to verify every important detail that I can.  Of course I will look everything over to the best of my ability with the cowl off, but I am way short on experience and expertise relative to many folks on this site, so any tips are appreciated.  Would it be worth having an independent mechanic look over the work?

[carusoam]

That much new to you stuff screams 'use me in VMC' a lot.

Nothing like looking for button while the memory of where it was last remembered fades in and out.

Flying in VMC simulating approaches will accomplish two important things.

1) It tests the installation of all the devices.

2) It tests the brain for all the devices.

Write yourself a basic checklist of all the things you want to make sure are working properly.

This is the method I used when I first acquired my M20R.  I didn't find anything wrong.

It is a similar process I used in industry.  It tests everything prior to making the first product.

once you are confident that you and the hardware are in complete harmony, then go fly the more challenging flights.

Essentially, don't go off in IMC wondering if this stuff will really work. I don't trust anyone or anything that much.  If you are 'wondering' that would be a voice that is talking in the back of your head.

Thoughts of a PP,

-a-

Edited September 28, 2015 by carusoam

[Marauder]

Lots of aviation tragedy has been described on this site lately, and the added risk after major work is done on an aircraft is not lost on me.  With that in mind, I'm looking for guidance on preflighting when my plane comes back in my hands soon after install of a completely new panel.  The install includes STEC-30, Aspen PFD, JPI900, GNS 650, KT74, flightstream 210, 406 MHz  ELT. This might not sound as risky as invasive engine work, but it did involve removing and replacing engine controls (including new throttle cable), and fuel flow was installed as well.

The avionics shop is perfectly reputable, and they've given me no reason to mistrust them, but I'd still like to verify every important detail that I can.  Of course I will look everything over to the best of my ability with the cowl off, but I am way short on experience and expertise relative to many folks on this site, so any tips are appreciated.  Would it be worth having an independent mechanic look over the work?

Dev -- As you know, I have been in your situation. I am assuming the work done on the engine instruments was signed off by an A&P. If not, I would have some serious questions to the shop why it wasn't. Many avionic shops have an IA on staff or have access to one on the field.

If it has been signed off, I would do an extensive pre-flight making sure the engine controls are operating correctly by monitoring the JPI during the run-up. The JPI will show a temp increase when you pull the mixture and you can confirm the prop by cycling. If anything doesn't look right, have it looked at.

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[Oscar Avalle]

Be ready for failures and mistakes.

 

Failures, in the sense that something may not work as it should.

 

And mistakes in case something works differently from what you expect it should.

 

Also fly with a safety pilot who should be able to give you the opportunity to play with your gadgets, while he or she actually flies the plane.

 

But be careful with the "why is it doing this" effect, that may lead you into more trouble. 

 

Take a handheld radio with you in case you have to go NORDO. 

[wishboneash]

Usually it is a disconnected antenna, squelch not set correctly, input levels into GTN (or other GPS) to/fro audio panel overloaded or too weak, perhaps a poor vacuum connection etc. Some of it like ADS-B can only can be verified in the air, but most others can be checked on the ground. All of the mistakes/omissions have happened to me. Nothing too serious but be prepared for some surprises and fly VFR the first time if possible with another pilot as Oscar mentioned. A handheld would be a good idea.

[DXB]

Good advice.  Without an instrument rating presently, I won't be delving into IMC any time soon anyway.  I designed the upgrade specifically so I could do my training with a modern setup and then keep on flying IFR with it for the long term.  In VMC, I think that I could lose every single thing on the panel (besides perhaps airspeed) and still feel downright spoiled in being able to get down safely using my handheld transceiver, stratus, and ipad.  But I really hope the stuff works well from the outset. I've made maximal use of the Ipad-based learning tools for the Aspen and GTN 650, and I've already started editing my checklists to incorporate the new setup.  The STEC-30 and JPI-900 unfortunately don't seem to have resources that are as nice.

Luckily the shop owner is also a pilot who's an A&P with IA, so there's no issue with getting the engine-related work signed off.  Still, I'm gonna do a quick local flight first, and the owner agrees to go up with me for this, which is further reassurance.  And I'm definitely going sort out anything that seems weird before making the short trip home.  

[Danb]

Oscar points to the fact that you should know how all the avionics work in your airplane..

vmc makes sense...also studying all the manuals including and computer courses to help you learn the systems.

When I got my new plane in 2005 I took 3 days of desk work and flying within a programmed at me plane and avionics.

i still felt not competent so I took another course with Doug Carmoudy who had a g1000 simulated plus on hands training in the plane.

It took the better part of a year to feel comfy in the new TAA style of flight, take it slowly and bring another set of eyes with you.

Enjoy your new system..

[Marauder]

Good advice.  Without an instrument rating presently, I won't be delving into IMC any time soon anyway.  I designed the upgrade specifically so I could do my training with a modern setup and then keep on flying IFR with it for the long term.  In VMC, I think that I could lose every single thing on the panel (besides perhaps airspeed) and still feel downright spoiled in being able to get down safely using my handheld transceiver, stratus, and ipad.  But I really hope the stuff works well from the outset. I've made maximal use of the Ipad-based learning tools for the Aspen and GTN 650, and I've already started editing my checklists to incorporate the new setup.  The STEC-30 and JPI-900 unfortunately don't seem to have resources that are as nice.

Luckily the shop owner is also a pilot who's an A&P with IA, so there's no issue with getting the engine-related work signed off.  Still, I'm gonna do a quick local flight first, and the owner agrees to go up with me for this, which is further reassurance.  And I'm definitely going sort out anything that seems weird before making the short trip home.  

Dev - when will your plane be done? I know I missed out on getting you there. Maybe I can make it up to you out and let you play with the avionics. I have some familiarity with the stuff you are having installed.

Now what does that big red button do?

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[Yetti]

I learned on steam then transitioned to the G1000 (and now back to steam).   Write up the major tasks.  like tuning the radio and setting transponder code and entering airports.   Practice the buttonology.   The rest you can learn as you go.  The G1000 you learn something new every time you fly it.  There are several ways to do everything.   Get really good on the ground at the main things.

From the computer/project world, I would think the avionics shop should have a sign off session where you spend an hour walking through everything major and then you accept the work they have done.

[TWinter]

After all the new goodies are installed pick a nice day and just stay in the relative area (your comfort zone). Eliminate all other possible distractions, no others on board, have full fuel etc. I did several flights just staying with 10-15 miles around the home dome. I gradually started turning knobs and getting comfortable and confident with the shops install and with the new gear. Lastly, put the quick reference books next to the porcelain office at home. Just thumbing through them you will always pick up a tidbit you missed while you were flying. Make the mental note and try the new tidbits next time you are up or at the hanger..  Just my .02     I learned my GTN750, Flight Stream 210 and GDL88 this way..I know,..TMI    Enjoy the new toys!

-Tom 

Edited September 28, 2015 by TWinter

[Marauder]

I learned on steam then transitioned to the G1000 (and now back to steam).   Write up the major tasks.  like tuning the radio and setting transponder code and entering airports.   Practice the buttonology.   The rest you can learn as you go.  The G1000 you learn something new every time you fly it.  There are several ways to do everything.   Get really good on the ground at the main things.

From the computer/project world, I would think the avionics shop should have a sign off session where you spend an hour walking through everything major and then you accept the work they have done.

After all the new goodies are installed pick a nice day and just stay in the relative area (your comfort zone). Eliminate all other possible distractions, no others on board, have full fuel etc. I did several flights just staying with 10-15 miles around the home dome. I gradually started turning knobs and getting comfortable and confident with the shops install and with the new gear. Lastly, put the quick reference books next to the porcelain office at home. Just thumbing through them you will always pick up a tidbit you missed while you were flying. Make the mental note and try the new tidbits next time you are up or at the hanger..  Just my .02     I learned my GTN750, Flight Stream 210 and GDL88 this way..I know,..TMI    Enjoy the new toys!

-Tom 

Dev - since you are VFR only at this point, the checkout will be fairly straightforward. I agree with Tom (hope I got that right) that some ground time will help. Download the 650 trainer from the Apple App Store. It hasn't been updated in a while but at least the major functions are there.

As for the Aspen, tryout Marauder92V's YouTube video that shows some of the basic features: http://youtu.be/-PE2qxmqk94.

The transition for an IFR pilot is a bit more. It took me a good 10 hours to feel comfortable with the new hardware. And even after that, I still found I was learning stuff.

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[DXB]

 

Dev - since you are VFR only at this point, the checkout will be fairly straightforward. I agree with Tom (hope I got that right) that some ground time will help. Download the 650 trainer from the Apple App Store. It hasn't been updated in a while but at least the major functions are there.

 

As for the Aspen, tryout Marauder92V's YouTube video that shows some of the basic features: http://youtu.be/-PE2qxmqk94.

 

The transition for an IFR pilot is a bit more. It took me a good 10 hours to feel comfortable with the new hardware. And even after that, I still found I was learning stuff.

 

 

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Chris- trust me I'm familiar with your excellent youtube video   I also dropped $20 on Sporty's Aspen video instruction, which was decent as well. I've been using ipad GTN simulator - seems very good too - at least guarantees I'll be able to do basic stuff with it when I get in the plane.  Agree VFR will be pretty simple assuming the stuff works right. The JPI-900 seems the most squawk- prone thing here.  Also I'm a little afraid of what I might learn about my engine that I've been blissfully ignorant of .

I'm told it will be ready within two weeks and I should get a firm date next week- I'll let you know, and it would be great to have you along if the schedules work out.

[Guest]

Although it's not an FAA requirement as it is here in Canada, a second inspection of the affected engine controls is a good idea.  A dead radio may be inconvenient, a disconnected throttle can be deadly.  

Taking the responsible technicians for the first flight exposes them to their own work.

Clarence 

[takair]

It's good that the owner is a pilot willing to go with you.  The technician or shop owner should always be willing to fly behind their work.  Test flights can be overwhelming and distracting.  Brief the test flight with your copilot ahead of time.  Have a plan, including modes you will test, altitudes, etc.  follow the plan, if there are problems, take time to regroup, land if needed.  Discuss who is pilot in command and what you will do in case of problems.  It is easy for both pilots to be distracted by problem avionics and nobody is looking out the window for traffic.  Even though you are not instrument rated, I would not suggest an abbreviated test program for the aircraft.  If the shop owner is a CFII, it would be even better.  The aircraft should be excercised through all avionics and autopilot modes.  Autopilot modes are the biggest gotcha.  They take time to set up and evaluate.  If you wait until you are going for your instrument rating to find a problem, your warranty will expire. Take the time to note problems and don't be shy with details.  Most important, don't be rushed.  The worst test flights take place on Friday, late afternoon, before a big trip.  Why not pick up the plane on a Monday morning?  Expect to spend a little time after the flight to allow corrections.  Hope some of this helps.  

[Bob_Belville]

 Aw, just get in and take her home.  Maybe get a friend to take a video for posterity. 

[DXB]

It's good that the owner is a pilot willing to go with you.  The technician or shop owner should always be willing to fly behind their work.  Test flights can be overwhelming and distracting.  Brief the test flight with your copilot ahead of time.  Have a plan, including modes you will test, altitudes, etc.  follow the plan, if there are problems, take time to regroup, land if needed.  Discuss who is pilot in command and what you will do in case of problems.  It is easy for both pilots to be distracted by problem avionics and nobody is looking out the window for traffic.  Even though you are not instrument rated, I would not suggest an abbreviated test program for the aircraft.  If the shop owner is a CFII, it would be even better.  The aircraft should be excercised through all avionics and autopilot modes.  Autopilot modes are the biggest gotcha.  They take time to set up and evaluate.  If you wait until you are going for your instrument rating to find a problem, your warranty will expire. Take the time to note problems and don't be shy with details.  Most important, don't be rushed.  The worst test flights take place on Friday, late afternoon, before a big trip.  Why not pick up the plane on a Monday morning?  Expect to spend a little time after the flight to allow corrections.  Hope some of this helps.  

Really helpful, particularly as it's coming from a top notch avionics guy. Thanks!

[Danb]

bob were you in the cotton fields back home

the gear shot up like a cannon..neat--gorgeous plane..

[Bob_Belville]

bob were you in the cotton fields back home

the gear shot up like a cannon..neat--gorgeous plane..

You're guessing that ain't no stinking electric gear?

(8A7 in Mocksville NC is the home of Twin Lakes Avionics. An E model uses about 1/3 of the 2900' runway.)

[WardHolbrook]

Lots of aviation tragedy has been described on this site lately, and the added risk after major work is done on an aircraft is not lost on me.  With that in mind, I'm looking for guidance on preflighting when my plane comes back in my hands soon after install of a completely new panel.  The install includes STEC-30, Aspen PFD, JPI-900, GTN 650, KT74, flightstream 210, 406 MHz  ELT. This might not sound as risky as invasive engine work, but it did involve removing and replacing engine controls (including new throttle cable), and fuel flow was installed as well.

The avionics shop is perfectly reputable, and they've given me no reason to mistrust them, but I'd still like to verify every important detail that I can.  Of course I will look everything over to the best of my ability with the cowl off, but I am way short on experience and expertise relative to many folks on this site, so any tips are appreciated.  Would it be worth having an independent mechanic look over the work?

One of my good friends and aviation mentors is a retired chief pilot for a major airline. He told me a very long time ago that the most dangerous time to fly an airplane is right after you pick it up from the factory or right after it comes out of maintenance. He ought to know be cause he was on the new aircraft delivery acceptance team for his airline for many years. For what it's worth, my only inflight experience with jammed flight controls happened after a "reputable" avionics shop installed a new navcom in a Stinson 108-3 Station Wagon that I used to fly. It slipped a fraction of an inch in some light turbulence and blocked the control yoke mechanism up under the panel. I ended up with roll and limited nose down elevator, but no up elevator. Thank goodness the airplane responded well to trim inputs and I was proficient at wheel landings.   

Over the years, the vast majority of the in flight "issues" and precautionary engine shutdowns that I've experienced in the jets I flew for a living could be traced directly back to recent maintenance/inspection events at factory service centers. You should never allow yourself to let your guard down anytime your are around an airplane; but you should be especially vigilant for the first 10 hours or so after any major maintenance - some issues take time to develop