Panel progress...

[donv]

I hate to say this, but it's starting to sound like Glenn's Tennessee experience.

This is why I think it makes sense to go to a shop which specializes in Commanders, or at least which does a lot of work on them. They screw stuff up too, but less on the simple, stupid stuff. It may cost a bit more (or it may not), but it saves a lot of time and frustration.

When Aero Air did my panel, they were a few weeks late and there was some stuff which required some tweaking-- but nothing like this. Of course, they've done many, many Commander panels, and they really understand where the pitfalls are.

They did my Citabria ADS-B and GTN installation, and I was a bit nervous about that, since I don't think they knew what a Citabria was before they started. Turned out fine, though, with really no issues, but then that's a very simple installation.

[Bruce Byerly]

Don't beat yourself up too badly.  Planes don't like sitting. Bleed valves and such can stick.  I would want to fly it for a bit and cycle everything, assuming it's safe to do so of course.

In 20 years I haven't added oil to one.  But if you spin the prop enough, and it's over serviced because someone insisted adding oil because itit's probably going to puke on you like it did.

The electric pump provides some head pressure, but that's about it AFAIK.  An inop pump is not even a "no go" item fwiw. 

Good luck Adam. 

[donv]

With the fuel pump, you should hear it making noise if it's working. If it's not, then it's no big deal-- I had one fail in Teterboro this spring, and flew home. Unless you're using Avgas, I believe there are no limitations.

[Jeff Johnson]

Adam,

I feel for ya.  It's just to exciting to sit and not fly.

But I'm sure when it's done.  It will be done!

Then we can go flying!

[Adam Frisch]

Thanks, it's a little bit better now, I've calmed down... Maybe it's not as bad as first thoughts.

Once they wire engine instruments to battery switch and swap the fuel flow plugs around, I think she's good to test fly and get up to Morris. Don't need the gyro pressure to work as I don't actually have any gyro instruments left that I can think of... Nor do we feel that fuel pressure instrument needs to read absolutely correct, it's probably air or maybe a little kink in the line to the instrument.

Just need her out of there and to someone who knows Commanders like Don said. At this stage avionics and systems are so closely related, avionics alone can't finalize the work.

[ghancock]

lol, if it makes you feel any better I just flew to Indiana today, 1hr 50 min trip and the airplane had a stumble in one of the engines.  But all gauges are fine, temps are fine, nothing going on that I can see.  Finally when letting down I noticed the #3 cylinder on the left engine was cooling off a lot faster than the other ones.  I suspect it is an exhaust valve about to go bad on me.  I went back out to run the engine and it runs up fine, mag checks fine, but the stumble is there and it is about 40 degrees cooler than the other cylinders.  I've done this enough now that I'm pretty sure where its headed.  I plan to fly home tomorrow and remove the rest of the old jugs and put all new jugs on both engines.  I only have a few more to go and will have topped both so might as well be done with it.  I'm sick of every other flight having to remove a damn jug and they always do this shit when I'm out of town.

Hopefully it will get me back home tomorrow so I can do the work at home.  But yes Adam, I think every day what I could be doing instead of messing with my plane.  However,  I then think about all the things I would NOT be able to do without it.  Then I pick the damn wrench back up and get back to it.

Glenn

[Adam Frisch]

In all fairness Glenn, you've had a much rougher ride than me, for sure. I've had it pretty easy compared to you. At the same time, I wish I had the mechanical prowess, the tools and the hangar to be able to do most of the work myself like you can - I wouldn't have had to wait for so damn long!

I hope the jug is an easy fix and that she stays good for a little bit now. Like Bruce said, they don't like sitting, so this might jus be a carryover from sitting for 6 months. 

[Adam Frisch]

Well, she's back up at Morris's place again. Combined the avionics test flight with a cross country to get her pressurization fixed... As expected, a lot of the avionics things didn't work and as nice as it was to be back in the air, all the stuff they need to troubleshoot is going to be a drag. I was hoping to make the fly-in, but without a miracle I don't think it will be possible. I don't want to sit and hand fly to Kansas dodging buildups without backups... But fingers crossed. If I come, it will be without interior.

Anyway, here's what's wrong:

1. IFD cuts radio out in middle of transmission sometimes and displays in yellow comm failure warning or something (wish I'd taken a photo of exakt wording). No idea what this is - the radio is broken? Anyone had any similar experience?

 2. Second Nav doesn't work at all, doesn't tune VOR, doesn't do LOC/GS. Amazed this was not caught by them. Page one stuff.

3. Autopilot inop. Could have something to do with not having any gyro pressure. That a/p has pneumatic servos. This one could be painful to troubleshoot if it's not an easy fix.

4. All the flags on ADI all there still. Its a mess. And nobody knows these old Collins instruments it seems. They haven't been able to get a straight answer from any tech person, so they keep telling me to overhaul instrument computer. But I'm not sure that's the problem. We've overhauled everything else in that system and still the problem persists...

Otherwise plane ran fine, seemed pretty fast at 14500ft on a really hot day. Around 240kts. Once Morris takes care of pressurization, I think she'll move right along up int he FL's. I'm hoping to see 250kts TAS.

[Jeff Johnson]

Adam,

I know it's a bit late in the game. 
But have you thought about an aspen avionics PFD
Then you can throw the old stuff in the can and be done with it. 

Otherwise nice to see you flying!

On my way home from LA I was getting 185-190 kts groundspeed through the Central Valley. 

Jeff

[donv]

I believe the glideslope flags are supposed to be there if you don't have an ILS tuned and being received properly. I don't know what activates the "Fast/Slow" indicator in your installation, but I bet it's not supposed to work all the time either-- maybe only in conjunction with an approach. I've only seen that on airplanes which had an AOA indicator, so maybe it was never hooked up?

As for the "Computer" flag, well, if the computer isn't working, the autopilot won't work either, so I imagine those are connected. Lack of gyro pressure could well be an issue-- is it possible that your autopilot has it's own air driven gyro?

[Adam Frisch]

It's possible. A/P worked fine before avionics, so I'm sure it's something simple. I wish I could recall if the Computer flag was retracted before it went it. I seem to remember it that way.

I did think about an Aspen, but two things held me back: one, they don't have a great reputation for reliability. On every forum there are always a million Aspen threads about them breaking down. Secondly, I'm not sure if they can integrate with an ancient autopilot like my H-14? There is only one other certified A/P on mine and that's the STec 65, which is going to be $100K installed. Obviously not an option.

Gonna have to do another few test flights I think.

[Jeff Johnson]

Good to know about the Aspen. 

I was thinking possibly of adding it to my panel. 

But if they are fickle then i might just pass.

Does your plane have the bleed air pressurization?  And if so was it an upgrade from the original Skydrol 3000psi stuff?

Just curious

Thanks

[Badger]

Here is my OLD, but workable, instrument panel...from my Friday "pre-Harvey" flight. 

ed

[Adam Frisch]

Looks pretty clean to me, Badger. I like steam, and that's why I didn't change all of it out. I've never flown G1000, so probably don't know what I'm missing...

[Adam Frisch]

Without having had the chance to download the logs yet, it's become clear that the probable cause it a voltage drop. After I dropped plane off, when mechanic came to test run engines the day after the voltage was down to 20V in the batteries. Igniters didn't even come on. Seems like my generators have not come online properly, or dropped out from charging the batteries on last flight, and we were running them down. Radio cut out when batteries got weak. Which would make sense, as it got progressively worse in hindsight.