While the root cause of the roll oscillation that rendered the KAP140 AP INOP has not been identified yet, at least progress was made to resolve the unfortunate fuel measuring device situation, leading to the plane being grounded anytime the other twin was in the air because 9ES’s device was missing – it has finally arrived, and that problem is solved. Yay.
A configuration issue led to the GTN750 not receiving Baro Alt information from the G5, which caused certain DPs with altitude-depending waypoints (e.g. CBAIN, NRVNA) to stop the automatic sequencing of the FPL at those WPs.
One effect was a distracting brief flash of a dialog box offering to unsuspend waypoint sequencing, but absolutely no time to read it, yet alone time to press the button.
That issue should now be resolved – please let Galvin know right away if you still experience an issue of that nature.
If you’ve ever been confused by the irregular shape of the KBFI class D boundaries – especially when heading out or coming back from the SE (valley departure/arrival)-, here is a newly created EFB overlay available to you. (Works with both ForeFlight and Garmin Pilot.)
Our Cessna now sports a keyless magneto / starter panel:
This ignition switch replaces the outdated rotary key-switch.
By making this change, a couple of things get accomplished:
- The problem of faulty contacts inside of the key-switch which can cause a hot mag situation is eliminated
- Operation of the magnetos is returned back to the traditional way aircraft engines are supposed to be operated – starting will be as simple as pushing a button; no more fumbling for the keys
- Just make sure you have the keys with you in the cockpit after pre-flight so that they’re not inside any of the door locks as you taxi out for a flight.
To start the engine, instead of turning the key you
- Turn on both magneto switches (note that the starter will actually work even if the mag switches are off, but the engine won’t fire so that’s just a waste of battery life)
- Push the red START button to engage the starter.
During runup, you simply turn off the left mag and run the engine only on the right mag for a few seconds to check on the RPM drop, turn left back on and do the same with the right mag.
When you shut down the engine, instead of turning the key to the left and removing it you need to turn off the two mag switches (don’t press the red START button).
The mag switches should never be left on before or after flight. The MAGS OFF sign provided by Galvin should be displayed in the window when the aircraft is parked and the mags are indeed verified off.
An AFM supplement has been placed in the plane (see plastic box in baggage compartment) and can also be consulted online if there are any questions.
Down the road the magneto-only ignition system may be upgraded to an electronic one (EIS) with basically the same switch panel, but that’s not decided yet.
The newly installed zero-time factory-rebuilt engine is doing well and can now be used normally.
The EGT issues are still not fully sorted out, at the moment the #3 cylinder probe is not reporting – that is a minor issue, but it will be looked into with the next service opportunity.