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I can tell ya'll something about the comments regarding parts being hard to source. Parts are hard to source for ANY earlier model aircraft...even US certificated! The Piper and Cessna manuals look like WWII cartoon manuals (Night and day between military or commercial manuals...as I have worked...

Correct…mine has the lights and the audio.

I also verified my E-gap was approx 10 degrees. Both mags are brand new and I had the same problem with the previous mags.

Yes…my lights go out when the points open on my synchrophaser

I went through every setting on my G430 with Andrew Barker walking me through it. It is all correct. He even recommended borrowing another 430 (Which I did) and had the same effect. jim

Thanks for the feedback. Per the overhaul manual it states that the left crank idler gear needs the timing marks aligned with the cam and crank with #1 piston at TDC for indexing. I am assuming that if that gear is off it would cause the issue with the left mag…and I will verify if I can see it...

Question? Do you notice it snaking left and right about 5-10 degrees during the final approach course when shooting an LPV…or does it keep the track perfect? Mine has a constant tendency to snake on the final approach but ends up keeping the CDI cenetered. Not sure if I have an issue with my...

BTW...I'm and A & P...just not a very experienced one on GA aircraft. All my previous experience is on heavy turbine jets.

Here's more background. I have Bendix mags with the single slot drive gear. They are both installed correctly. When I bought this plane 5 years ago the engine was just overhauled...and both mags were clocked to one side (The opposite direction) of where they are clocked now. The previous mags...

I wouldn’t think that would be possible because the starter ring gear marks also line up and indicate 25 BTDC also when I use the inclinometer. If the cam was clocked wrong there would be no way both indicators would be telling me the same thing. The valve lap would be off if that was the case.

Sorry, I don’t know how to start an entirely new thread on here so I tapped into this one about slick mags. Yes…the crank is exactly 25 BTDC and I use a digital inclinometer on the prop to find that. Additionally, last year I discovered the drive gears look identical for both mags but are 2...

These are Bendix mags…so no pin used. They make a gear lock to hold the E-gap but several SBs and the FAA have outlawed them. Anyway, the red mark is in the middle of the window when the mag is stabbed and timed.

Is it possible for the gears on the engine side to be clocked incorrectly when the engine was assembled?

BTW…I verified the drive gears (which are 2 separate P/Ns) to be correctly installed on the correct mag.

I have an issue with my Bendix magnetos that I was wondering if anybody could solve? When you stab a Bendix magneto onto the engine it is usually positioned with the engine studs roughly in the venter of the lock rings…and it times within a few degrees of that position. My problem…my magnetos...

Can I ask you a question? Is the deviation you are seeing in GPSS during en-route or during an approach?

Yes…but EVERY owner mentions this and it’s no big deal. There is a tension transducer on the pitch servo that is overly sensitive. Just adjust the trim until it goes out, if you can bump the yoke a little up or down to put out the annunciation then just ignore it. It’s fine.

BTW…I guess I really can’t complain because the manual states it’s not certified for coupled approaches so I shouldn’t be using it for those anyways. With the recommended install manual settings for my aircraft it works as advertised for en-route laterally, TRK mode, and altitude hold. Hopefully...

There are some adjustments that can be made in the engineering mode that’s not in the install manual…but I discovered that if they correct one issue it generates another. I have a 430W and mine was snaking like yours about 5-7 degrees but only on the final approach course of an LPV or LNAV...

The Aerocruze 230 is considered an upgrade for legacy APs like KFC150 and KFC200. However, the Aerocruze 100 is still IFR certified. It isn't legally certified for coupled approaches like LPVs and can't do a coupled ILS...but it can be used for LNAV or VOR down to 700 AGL. BTW...it WILL...