Wow what an epic journey this one has been. After months of developing solutions
and some failures along the way 181 has finally received its planned upgrades,
entering a new level of fit for purpose.
Second AV-30 now fitted offering separate AH and DG appointment, completing the
full traditional Six Pack. Also fitted Uavionix TailbeaconX ADSB Mode S ES
transponder,
Uavionix AVMAG magnetometer paralleled to both AV30's, Davtron OAT
thermocouple sensor coupled to DG unit providing TAS DALT, NMEA GPS Flight Plan
data integration paralleled to both AV30's from Garmin Pilot III. AV30E latest
firmware loaded to DG unit offering full flight plan graphical waypoint display.
30W 6chip LED landing/flight lights fitted at each outrigger station, new
improved 3D printed outrigger speed kit cowlings fitted. Panel wiring cleaned
up. New laser cut instrument panels fitted. New 3D printed GPS Pilot III
mounting
fitted. New trial 3D printed panel tags added.
It was epic. Lot's of stuff failed; even after successful bench testing. But
quality
assurance checks at various points identified faults and prevented catastrophe
down the line.
The Garmin GTX327 originally selected worked great. The 2nd hand altitude
encoder
did not. After wasting hours setting up bench testing rigs it was decided more
time efficient to just go out and order a new transponder. TailbeaconX proved
a challenge on mounting it domewhere that did not look out of place. The middle
flap horn cowling was selected. After ten failed 3D printed TBX mountings
the eleventh passed all the requirements. The outrigger cowling took nine
attempts
to get right after finding left and right side factory cowlings are not
symmetrical. That was solved with new fixing holes being drilled and the overal
cowling width increased by 5.0mm for hassle free fitting and removal. Wiring
was routed from the wing root cavity out along the flap cavity to both
outriggers
and secured with polyurethane. The 3D printed BeaconX housing was flow tested
and returned 72g of excess drag.
Initial post bench test quality control of the panel wiring after fitting to the
AC failed. Upon pulling the gyro fuses to save battery power faint sizzling
was heard behind the main instrument panel. No guesses what the cause was going
to be. One of the shit D-Sub connectors was experiencing high resistance voltage
tracking (a high risk of panel fire existed at this point); they are a real
shit connector solution and not even true milspec; a really disgraceful blight
on modern aviation and I have no idea why they are still employed... So after
ripping out both D-subs a whole day was spent making up two new connectors
with much higher quality components and patching them in. Fire risk cut open
inspected confirmed and thrown into the bin where it and all others like it
belong.
Why use the Garmin Pilot III, its so out dated? GPS NMEA data protocol has not
changed over the years, only the screen graphical display has. The Pilot III
provides
a horizontal vertical track guidance bar which can be used similar to
ILS; a nice option to have allowing arrival at waypoint altitudes at desired
rates
of climb or descent and only seen now on very expensive units. Eventually
this will assist in driving and monitoring an AP solution.
After nearly three weeks of solid unrelenting work and 12 hour days the lights
finally went on at 10.30 last night; ready for op's. Waiting for ICAO Mode S
HEX code to be allocated.
That's all for now, wishing all a good and prosperous year!
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