Avionics News October 2015 - 69

A brochure for Great Lakes
Airmotive in the early 1960s.

Omnigator with 27 channels, and
the Mark 12, an amazing radio
that did not have a squelch control. This was on the first production units. A kit quickly came out
to add one: the King KY-90 comm
transceiver, and then the KX-160
to compete with the Mark 12. King
got the upper hand with the introduction of its all solid state KX170. ARC was still in the game as
a higher-end series of radios but
didn't offer any competition to the
King and Narco units.
Our job was to build the avionics
shop to Federal Aviation Administration requirements. We looked
up the regulations and set to comply with them. A regulation would
require us to measure audio output, and we tried to find some way
to measure it and buy the necessary test set. There weren't many
radio shops in business during the
early 1960s. We wound up with
what I called an "H and H" shop,
standing for Hewlett Packard and
Heathkit. We purchased some
heavy-duty test sets like I used in
the airline industry. The components were made by Collins and
ARC. We mounted the test sets in
a roll-around rack so one could use
them on different bench positions.
While checking the VOR bearing,
we had a hand crank on the tester. To go from "0" to "180," it took
about 15 seconds of cranking.
We were frantically trying to get
the avionics shop approved, but
the inspection date was slipping.
Some of the Heathkit testers were
not even started yet. Those of you
not familiar with Heathkit may have
surmised by the name that the
equipment came in kit form. This
means we had hundreds of parts
to assemble. If you have never assembled a Heathkit, you have not
lived. Each one was a career.

Sherman was beside
himself wondering how we
could get them all done. I
suggested we assemble
the remaining ones to
look like they are done.
He bought that immediately, and we had a
shelf of Heathkit testers that looked assembled and ready to
go. We prayed the FAA
inspectors would not make us turn
any of them on; they did not. I assembled them later. Some we never used but were required by the
regulations. One piece of equipment required was a swedging tool
made by ARC. It was a heavy base
that enabled us to make different
length tach shafts for tuning a re-

mote receiver by turning a crank
mounted in the instrument panel.
We never used it for anything but
a door stop.
The inspection went rather well,
considering the inspectors had
Continued on following page

avionics news

*

october

2015

69



http://www.georgetowninstruments.com

Table of Contents for the Digital Edition of Avionics News October 2015

Avionics News October 2015 - Intro
Avionics News October 2015 - Cover1
Avionics News October 2015 - Cover2
Avionics News October 2015 - 1
Avionics News October 2015 - 2
Avionics News October 2015 - 3
Avionics News October 2015 - 4
Avionics News October 2015 - 5
Avionics News October 2015 - 6
Avionics News October 2015 - 7
Avionics News October 2015 - 8
Avionics News October 2015 - 9
Avionics News October 2015 - 10
Avionics News October 2015 - 11
Avionics News October 2015 - 12
Avionics News October 2015 - 13
Avionics News October 2015 - 14
Avionics News October 2015 - 15
Avionics News October 2015 - 16
Avionics News October 2015 - 17
Avionics News October 2015 - 18
Avionics News October 2015 - 19
Avionics News October 2015 - 20
Avionics News October 2015 - 21
Avionics News October 2015 - 22
Avionics News October 2015 - 23
Avionics News October 2015 - 24
Avionics News October 2015 - 25
Avionics News October 2015 - 26
Avionics News October 2015 - 27
Avionics News October 2015 - 28
Avionics News October 2015 - 29
Avionics News October 2015 - 30
Avionics News October 2015 - 31
Avionics News October 2015 - 32
Avionics News October 2015 - 33
Avionics News October 2015 - 34
Avionics News October 2015 - 35
Avionics News October 2015 - 36
Avionics News October 2015 - 37
Avionics News October 2015 - 38
Avionics News October 2015 - 39
Avionics News October 2015 - 40
Avionics News October 2015 - 41
Avionics News October 2015 - 42
Avionics News October 2015 - 43
Avionics News October 2015 - 44
Avionics News October 2015 - 45
Avionics News October 2015 - 46
Avionics News October 2015 - 47
Avionics News October 2015 - 48
Avionics News October 2015 - 49
Avionics News October 2015 - 50
Avionics News October 2015 - 51
Avionics News October 2015 - 52
Avionics News October 2015 - 53
Avionics News October 2015 - 54
Avionics News October 2015 - 55
Avionics News October 2015 - 56
Avionics News October 2015 - 57
Avionics News October 2015 - 58
Avionics News October 2015 - 59
Avionics News October 2015 - 60
Avionics News October 2015 - 61
Avionics News October 2015 - 62
Avionics News October 2015 - 63
Avionics News October 2015 - 64
Avionics News October 2015 - 65
Avionics News October 2015 - 66
Avionics News October 2015 - 67
Avionics News October 2015 - 68
Avionics News October 2015 - 69
Avionics News October 2015 - 70
Avionics News October 2015 - 71
Avionics News October 2015 - 72
Avionics News October 2015 - 73
Avionics News October 2015 - 74
Avionics News October 2015 - 75
Avionics News October 2015 - 76
Avionics News October 2015 - 77
Avionics News October 2015 - 78
Avionics News October 2015 - 79
Avionics News October 2015 - 80
Avionics News October 2015 - Cover3
Avionics News October 2015 - Cover4
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