GLideslope flag from here?

[TheTurtle]

Im looking for pure speculation here.

I swapped out my CDI. KI206 to a KNI520 connected to KNS80.  Crimped new pins.  Transmogrified from one connector type to another.  Translated pin letters etc.

I pulled the plane out of the hangar and did a VOT test and passed!!  Set the ILS freq and got full deviation and the LOC flag went away!!  Light in the CDI turned on!!

Glideslope flag didnt go away and got no needle movement on the glideslope.

was to tired to pull the plane to the end of the hangar row.

So pure guess and speculation.  Should I have gotten a twitch on my glideslope from the red dot inside the red circle when tuned to the 20R ILS?

Those are big metal hangars Im in between.

Im kind of thinking I should have gotten something but I cant remember from when my glideslope actually worked if I ever checked it from my hangar row.

20R is 5500'.

Im going to drag it out to the end of the row at lunch tomorrow for the final test on my Avionics professional level wiring skilz. 

Yes an IA is going to check my work and fill out my log book before I fly and has been looking over my shoulder as I work.

Edited June 13, 2017 by TheTurtle

[Hank]

Can't help you with your electronic glitch . . . But if you're gonna fly out of John Wayne, shouldn't you have a Duke?  

[TheTurtle]

3 minutes ago, Hank said:

Can't help you with your electronic glitch . . . But if you're gonna fly out of John Wayne, shouldn't you have a Duke?  

the cop helicopters all use Duke 1/2/3  for call signs

[carusoam]

Have you looked up the width of the ILS signal?  An instrument 101 book will have it as well as the AIM...

It is really a tight directional signal, with no room for random guidance....

Speculation is what you are asking for, so I am speculating this could be your issue...

The Antenna array should be visible at the end of the runway... the VOT is a test of the VOR system. The lateral guidance part.

The ILS typically brings the signal down to around 200' that a normal GA plane can follow.  sitting on the ground, you probably aren't going to see very much.

 

PP speculation only. For this type of test I fly off the end of an airport that has an ILS that isn't being used.  Use caution with this idea flying through the middle of an ILS, may have somebody flying very close to you....

Best regards,

-a-

Edited June 13, 2017 by carusoam

[TheTurtle]

Just now, carusoam said:

Have you looked up the width of the ILS signal?  An instrument 101 book will have it as well as the AIM...

It is really a tight directional signal, with no room for random guidance....

Speculation is what you are asking for, so I am speculating this could be your issue...

The Antenna array should be visible at the end of the runway... the VOT is a test of the VOR system.

The ILS typically brings the signal down to around 200' that a normal GA plane can follow.  sitting on the ground, you probably aren't going to see very much.

 

PP speculation only. For this type of test I fly off the end of an airport that has an ILS that isn't being used.  Use caution with this idea flying through the middle of an ILS, may have somebody flying very close to you....

Best regards,

-a-

yes thats the type speculation I was looking for.  So we have 1 Yes he's a Avionics tech in the making.  0 He cant find the clampy side of a crimper.

[Oldguy]

" The glide slope transmitter is located between 750 feet and 1,250 feet from the approach end of the runway (down the runway) and offset 250 to 650 feet from the runway centerline. It transmits a glide path beam 1.4 degrees wide (vertically). The signal provides descent information for navigation down to the lowest authorized decision height (DH) specified in the approved ILS approach procedure. The glidepath may not be suitable for navigation below the lowest authorized DH and any reference to glidepath indications below that height must be supplemented by visual reference to the runway environment. Glidepaths with no published DH are usable to runway threshold."

Straight from AIM 1-1-9. 

 

[mooniac15u]

Do you usually pick up the GS on the 2L LOC Back Course approach?

[TheTurtle]

1 hour ago, mooniac15u said:

Do you usually pick up the GS on the 2L LOC Back Course approach?

I dont think ive ever shot that approach in my IFR training.  Very rare the airport runs backwards around here and if it is we usually have santa ana winds and its not fun fling anyway.

[Steve W]

From the picture the glide slope antenna is probably about where your 20R ILS arrow is, it's pretty likely you won't get anything from the hanger.Actually, if you zoom in on Google maps you can see what looks like the transmitter shack between the runway and the taxiway there, oddly right near the ILS critical area hold marking, funny how that works. One quick trip around the pattern should verify functionality. Maybe just taxiing all the way to the very end of 20R would be enough.

Edited June 13, 2017 by Steve W

[TheTurtle]

12 minutes ago, Steve W said:

From the picture the glide slope antenna is probably about where your 20R ILS arrow is, it's pretty likely you won't get anything from the hanger.Actually, if you zoom in on Google maps you can see what looks like the transmitter shack between the runway and the taxiway there, oddly right near the ILS critical area hold marking, funny how that works. One quick trip around the pattern should verify functionality. Maybe just taxiing all the way to the very end of 20R would be enough.

so we'll call that 2 for my wiring skills and 0 against.  Its looking good

Edited June 13, 2017 by TheTurtle

[TheTurtle]

for the record im a wiring genius...  After a long couple months of no flying due to maint I finally took her up for a shakedown flight today.  CDI works!!

Last couple months started with me having western check out my CDI which was reversing left and right deviation.  They decided it was the KNS80 causing the problem and rebuilt it ($1200).  Then figured out it was the KI206 that was actually the problem.  Well at least the few little glitches in the KNS80 are fixed..  Bought a CDI from a mooneyspacer and then borrowed his crimpers (going to send those back I swear!) to re-terminate the new connector.  Finally get it put back in the plane along with the KI209 they had to remove to get access to the 206 and found the the 206 was now completely dead on left/right deviation.  This is the CDI connected to my KX155.  Decided I would fiddle with it myself for a while but didnt get anywhere.  RIght about that time the KX155 goes completely dead on me.  So I take it and the 206 to western and have both rebuilt ($595 and $695).  While they are out I take it for a spin and the the alternator quits charging again.  After much BS and back and forth with Plane power and Zeftronics I find its the 6 month old Zeftronics VR that has gone bad.  Ran to spruce  last friday (the get out of town day in LA, so it took 2.5 hours in stop and go traffic to get there vs the normal 45 minutes) and pickup a plane power VR this time, so when it quits charging again there's only one place to call and they cant spend 2 weeks blaming each other.  Swapped out the VR and finally got to fly with 2 working nav and com radios and a charging alternator.  First time in almost a year of ownership Ive had two good working nav radios.

Man it felt good to finally get back in the air but what a nightmare.  I sent the Zeftronics in for under warranty and if they actually honor it Ill put that on ebay and see if I can get back what the cheaper plane power one cost.

Edited July 5, 2017 by TheTurtle

[Jerry 5TJ]

On June 12, 2017 at 10:38 PM, carusoam said:

Have you looked up the width of the ILS signal?  An instrument 101 book will have it as well as the AIM...

It is really a tight directional signal, with no room for random guidance....

Full scale deflection is set up for each runway to be 700' wide at the approach end threshold.  The localizer antenna is at the far end of that runway.  The shorter the runway, the wider the beam (to get that same 700' width at the approach end).  

Just because the hangar is outside the localizer control area (region where needle is not pegged) does not mean the RF signal is zero there.  The signal should be strong all over the airport.