[Bendix King Kx 165 Service 14
Abdul Soumphonphakdy
OSHKOSH, Wis., July 24, 2018 /PRNewswire/ -- BendixKing, a business unit of Honeywell (NYSE: HON), has announced a new Avionics-as-a-Service plan that allows aircraft operators and owners to upgrade their avionics via a monthly subscription instead of an outright purchase. It will be an industry-first in the integrated avionics segment, and will be available soon for many BendixKing products including AeroVueTM, AeroVue Touch, xVue Touch, KSN 770 navigator, AeroWave satellite communications system and the MST 70B transponder with ADS-B Out.
Twin Jet, a regional commuter airline based in France, is planning to use the new service to install the BendixKing AeroVue integrated flight deck across its charter fleet. "With BendixKing's introduction of this new service, we will be able to upgrade the avionics of our entire fleet without the upfront expenses to purchase equipment and pay for installation," said Guillaume Collinot, chief executive officer, Twin Jet. "We will be able to pay as we fly, which matches our operational costs to our revenues, enabling us to better manage our overall cash flow."
Similar to a cellular plan that includes a new mobile phone, the subscription will include virtually everything: avionics equipment, installation at an authorized BendixKing dealer, equipment repairs, software updates, databases and navigation charts, as well as technical support. Instead of paying a flyaway cost of $20,000 or more to purchase and install a single flight display, Avionics-as-a-Service would allow the owner to pay a monthly fee of about $400 per month.
"Cost has always been a barrier to upgrading avionics; it can cost thousands of dollars considering the purchase of equipment, price of installation, and other significant expenses such as maintenance and repairs," said Gregg Cohen, president, BendixKing. "With the introduction of our Avionics-as-a-Service option, BendixKing is working to make the latest technologies affordable for all aircraft owners."
As the first anticipated customer of Avionics-as-a-Service, Twin Jet would install AeroVue across its entire fleet of Beech 1900D aircraft, affordably meeting the requirements of the 2020 Automatic Dependent Surveillance-Broadcast mandate and removing obsolescent avionics that are increasingly expensive to maintain. Beyond mandate compliance, Avionics-as-a-Service will bring new technology like Honeywell's SmartView Synthetic Vision System to Twin Jet's regional pilots, increasing safety for crew and passengers.
About BendixKing BendixKing is committed to the creation of innovative, reliable, intuitive avionics for the general aviation pilot. When you choose to fly with BendixKing you can be confident that the products you depend on today will serve you well into the future. Like us on Facebook and follow us on Twitter at @BendixKing.
About HoneywellHoneywell Aerospace products and services are found on virtually every commercial, defense and space aircraft, and its turbochargers are used by nearly every automaker and truck manufacturer around the world. The Aerospace business unit develops innovative solutions for more fuel-efficient automobiles and airplanes, more direct and on-time flights, safer flying and runway traffic, along with aircraft engines, cockpit and cabin electronics, wireless connectivity services, logistics, and more. The business delivers safer, faster, and more efficient and comfortable transportation-related experiences worldwide. For more information, visit www.honeywell.com/us/en or follow us at @Honeywell_Aero and @Honeywell_Turbo.
Honeywell (www.honeywell.com/us/en) is a Fortune 100 software-industrial company that delivers industry specific solutions that include aerospace and automotive products and services; control technologies for buildings, homes, and industry; and performance materials globally. Our technologies help everything from aircraft, cars, homes and buildings, manufacturing plants, supply chains, and workers become more connected to make our world smarter, safer, and more sustainable. For more news and information on Honeywell, please visit www.honeywell.com/us/en/news.
The issue came to my attention when I had a Garmin 430 installed. The KI-525A had been fitted several years previously. Naturally, I had the KI-525A coupled to the 430 (it had previously been coupled to a KX165 nav/comm set).
Some while later, I noticed a problem. After starting the aircraft engine, while waiting for it to warm up I would turn on the avionics and the GNS430 would go through its self tests. One of the tests that the 430 does is to set the HSI deviation to half-left and the glideslope to half-up. What I noticed was that the deviation was always half-left, but the glideslope indicator was nowhere in sight. The strange thing was that if I actually flew an ILS, the glideslope pointer appeared and behaved properly, and in agreement with the no. 2 display driven from the KX165 (which had been relegated to nav/comm 2).
Could the problem be related to aircraft bus voltage? I flew the aircraft and ran the GNS430 self-test in flight. The HSI responded correctly, the glideslope indicators visible in the half-up position. Then I turned the alternator off and repeated the test. No glideslope indication this time. So the glideslope indicator worked when the alternator was on-line and the engine rpm was high enough to raise the bus voltage to its usual value of 13.6 volts, but not when the engine was idling at 1000 rpm and the bus voltage was 12 volts or less.
We have a similar fault, one KI-525A has a GS pointer that does not come into view, the other one works fine, aircraft was operating from ground power, so supply voltage is not an issue. Both are -07 versions & both work fine on the bench at both 28v & 20v DC (28v aircraft) & also with 15v unregulated supply turned down to 10v DC, so I do not think our problem is caused by low supply voltage.
The GS pointer can also stick on the out of view stop, you could try running a piece of clean paper between the counter weight & stop screw while gently holding the bar against the stop.
David
The OEM capacitor is still available but it is $110. I had already replaced C110 as someone had fitted a bogus bipolar aluminium. I agree this is the most common fault on these.
Graham
I am having a similar problem with the localizer needle . it doesnt make much difference whether I have GPS selected or VOR/LOC selected. The needle indicates only two needle widths left or right of course.
I once had an intermittant problem with one of the output signals from a Garmin 430. We tested the 430 on a bench and found we could make the problem come and go by waggling the connector. I forget which signal it was, however I traced the signal path from the connector on the PCB as far as I could, and re-soldered the joints on that trace. That cured it. I guess there must have been a dry joint somewhere.
As your aircraft has a 28V electrical system but the unregulated supply is 12.7V, I guess you have the 12V version of the KI525 and you are using a DC-DC converter to derive the 12.7V from 28V. In that case, there may be a voltage adjustment on the converter that you can turn up a little. The alternative it to ask your avionics shop to do the GS test at 12V and perform the magnet adjustment to get reliable operation at that voltage.
I am not qualified as an avionics engineer, but speaking as an electronics engineer, the bipolar tantalum capacitor was never a good choice anyway. The correct engineering solution is to replace it by a modern metallised film capacitor. Whether you do so without getting approval is up to you. I just happen to have a few suitable capacitors in stock that fit in the available space.
Wednesday, February 15, 2017
Hello Sir,
I appreciate reading your report about your KI-525A HSI system. I bought the same system some years back to install in my 210. From your report of service it sounds as though Bendix King does not know or does not care about their own product.
Something you might find of interest
Hello, I am also suffering from sticky G/S pointer (although tapping the bezel on the ground frees it up) but now I have to tap harder to get it to show up so I want to fix it. While reading up on this, I noticed that the Page 16 of the Maintenance Manual shows C110 as 4.7uF whereas the parts list show 2.2uF. I wonder whether they may be any SB related to this instructing swapping out the cap for higher capacitance. Any feedback (no pun intended) regarding this would be greatly appreciated!
Does the problem only occur on the ground, when the battery voltage is low? If you increase engine revs and wait for the battery voltage to reach about 13.6 (assuming 12V electrics), does the GS pointer appear without tapping?
Got it. Well, to test leakage, I would have to desolder it. I think if I left the HSI alone with the GNS530W on the self-test page, the pointer would eventually come into view, likely due to panel vibrations during taxing. I will check again today and see whether it will come into view with plane just sitting in hangar and connected to stationary power supply so that it receives full voltage.
This year I became aware of an erroneous indication of the 525a on the ground showing 215 degrees instead of the 260 in parking position. Toggling between slaved and unslaved mode on the 51a sometimes moves the card to the right heading. When returning slaved mode, the card turned back to the 215 degrees position. Sometimes, because repeating this procedure let the card stop after some movements or it did not move at all.
The missing GS pointer could be due to low bus voltage when you run the self test on the ground. See if it comes into view if you increase the engine revs. Check the battery bus voltage if it is displayed. If the GS pointer is just very slow to appear then that could mean that C110 is failing.
My problem with it is the CDI barely moves left during the start up test on the ground. The glide slope and warning flags are all normal. The CDI is maybe one eighth from being half left. Probably need to get a G5.
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