![]() Snags with the legacy autopilot system remain unresolved as of this post, but likely involve the way it interfaces with the newer systems. A third-party mechanical AME will be inspecting the engines this week to sort out those faults. ![]() These are issues the old analog gauges would never have shown. There was also an RPM split across the two engines. Interestingly, once the system was functional, the data it provided during our second ground run revealed the #2 engine to have oil pressure slightly below spec. Our first issue with the Auracle engine monitoring system was quickly resolved, and involved a relatively simple fix. Following re-installation into the aircraft the system passed ground check making it ready for flight check. As it turns out there were several faults requiring repair. The KFC-250 autopilot computer was sent out to a specialized repair facility for evaluation and repair as required. Our bench technicians also repaired an intermittent controller and replaced non-functional annunciator lights. Servo mount clutches were reset for correct override torque and control cables were corrected for tension. Our own component shop bench tested all servos and updated solenoids for two of them. These were all issues that were thought to have been resolved. ![]() Several defects in The Duke’s existing autopilot system were reported by our clients during the early planning stages, and a few more were raised by our own pre-install test flight. The bad news is that the legacy autopilot itself appears faulty. This flight raised some good news and some bad news - the good news being that everything installed and configured by our crew functions and interfaces wonderfully, even with the old autopilot. In the mean time, the plane has been detailed and washed, the AVGAS topped up, and the interior re-installed, waiting only to be flown away.Īs promised last week, here’s a good look at the completed avionics panel all lit up.Ī major milestone was met on Monday following a weekend of troubleshooting and diagnostics: Don, our test pilot, and Daryl (our president) took the Duke up for a test flight. A familiarization flight will take place in the coming week as the aircraft is picked up. Often these test flights are combined with a free familiarization and training session for the owner, but in this case the owners were absent and out of town at the time of the test. Once again, all systems performed flawlessly. The avionics flight testing which followed immediately afterwards involved an ILS approach down to minimums, followed by an RNAV approach. As of this latest test flight, everything in the autopilot has checked out okay. Autopilot tests included heading, altitude, pitch and vertical speed. As previously mentioned on this blog, Maxcraft hires a test pilot to assist in test flights and to root out snags for our technicians. Resolution of last week’s final pesky autopilot snags was confirmed this week through our final test flight. The project has wrapped up completely, and the plane is waiting for pick up. Today will be the last of our Duke blog posts and we hope you have enjoyed the saga of a major panel redo like this. On the ramp powered up with the typical operational screen set up.
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