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  2. Dual GI275s work great with a KFC150. It's like they were made for each other. It's not difficult to operate. You get GPSS by toggling GPSS on and hitting HDG on the KFC150. The KFC150 flies LPV approaches as if they were ILS approaches; it's none the wiser that the glideslope it captures is from a WAAS GPS. That setup doesn't cost anywhere near 70+ AMU.
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  4. We all develop our own way of doing things and I do the following; On both the G3X MFD and iPad, I prefer to view only the lower part of the approach chart in expanded side profile so I can clearly see each sector altitude limitation. I primarily view the iPad approach chart that is set to landscape and easy to read. I use this method as I don’t want to be caught out during an approach in case the iPad fails due to overheating or for some other reason. I can therefore revert to the G3X approach plate to continue the approach. The G3X approach plate display offers redundancy and is not too difficult for me to read.
  5. @ArtVandelay you are right. The difference between a G500 and G3X is about 5AMU now. Sarasota Avionics provides a nice worksheet that breaks down the details. I am assuming the local guy provided a rough estimate based on the most expensive LRU kit for the G500 which runs about 9 AMU. Worksheets for both G3X Touch and G500 TXi: https://www.sarasotaavionics.com/worksheet I am waiting on estimates from two shops this week. That should give me a good idea on the cost of interfacing with the KFC and also I can evaluate the two PFD options with them. However, one takeaway is that I believe other than KFC being an old unit, once interfaced with say a Garmin PFD, no one has seen any issues with it. 5 AMU might be worth the cost of getting all the features when working with the KFC.
  6. Fuel pressure, spark, and airflow. Most of them have a lockout/safety switch that doesn't let it run unless there's sufficient air going through it, either from the fan or the ram inlet.
  7. And don't forget to give your useful load 2 lbs back after you remove the entire system. [emoji3] Sent from my motorola edge plus 2023 using Tapatalk
  8. Yes, that’s the way I most often do an approach.
  9. I guess I have auto switch enabled as mine switches automatically, HOWEVER mine was flying the complete approach like you did. What will it do if you’re being vectored; will it auto switch if in heading mode, APR is armed?
  10. You can get the G3X, GFC500, and G5 as backup…cut a whole new panel….sell the old equipment and only be out less than half that: $35 AMUs. I’m assuming you already have a Garmin GTN GPS.
  11. GI-275s would be primary attitude source for the autopilot while g3x would be pfd. G3x wouldn’t have inputs to the autopilot except maybe heading. I think it would feel kludged together. I don’t think I’d go this route. Maybe just put in a couple gi-275s instead of the g3x.
  12. It’s 4 AMUs difference unless something changed in the last 3 years. I had quotes for both G3X and G500 before going with G3X. And adding the 2 275s would eat the difference up.
  13. Remove the control cable, sometimes they are used as points to secure wiring, so check before you pull it. Plug hole in firewall.
  14. Yes. The owner did say the heater needed fuel pressure. Thanks for the reminder.
  15. I'm on my second overhaul of a 1966 Turbo Encabulator and I'm still amazed at the intricacy of the divergent girdle spring installation, alongside the spurving bearing case and the lunar waneshaft. Magnificent engineering and execution!
  16. Unfortunately, I had MidCo IRAN the KFC 150 in 2022 and I already own 3 GI-275s thanks to a snafu with Garmin avionics installer at my home airport. This is why I am trying to find a way to move forward and have a good IFR solution, hopefully with a G3X. Cost of installing a G500 over G3X is 11 AMU but a new AP labor would be significantly more. I am in a crappy situation, trying to make the best of it without spending 70+ AMU.
  17. I'm not a fan of removing things that are perfectly functional plus the KFC150 was the best GA autopilot of its time. However, although it may be working very well now, the truth is it's close to 40 years old. At this stage, spending good money on an extra GI-275 plus all of the additional labor to interface Garmin equipment to the King a/p would be much better spent toward a GFC500. The first time you need to have your King A/P repaired you will kick yourself for not doing it all together.
  18. My plan was to have a G3X with two GI-275: have ADAHRS+AP and ADAHRS units. Question is can the Garmins interoperate enough and have the 275s drive the King with full feature functionality. In case of system failure I am okay to go to minimal AP support. if that can be supported, I would be saving about 11 AMU is my guess (diff between G3X and G500).
  19. One as an attitude indicator and one as a HSI.
  20. How are each of the GI-275s configured in that setup? I don't know much about it, but I think the GI-275 can wear a variety of different hats.
  21. The G3X and GFC 500 are part of a system. Most of the autopilot software is actually in the G3X. It’s a completely different architecture than a KFC 150. Garmin’s solution for legacy autopilots is the G500TXi or a pair of GI 275s.
  22. I have an old panel that is due for some upgrades but trying to band aid it until I am ready for the full project of a new panel. The glideslope on my KI214 isn't working although the LOC is working fine. The local avionics guy on my home field said the KI214 had some issue and that is why they moved away from the internal GS receiver and starting doing the remote GS receiver like the KN75 with the KI209 CDI. He suggest just finding a used KI209 and KN75 but the receiver would have to be mounted in the rear and nose/tail wiring installed. As we continued to discuss the solution I mentioned my Brittain Accutrak Autopilot. I told him that it still works and i would like it to continue working until the full panel upgrade. This gave him pause because he said the KI209 like many more modern CDIs uses 5 volts for the needle instead of the much lower voltage on the KI214 that the Brittain AP is expecting. He said that when Brittain was still around they could upgrade a board to work with the higher voltage. The avionics guy seemed every knowledgeable so I'm not trying to second guess him and is lifetime of expertise, but are there other solutions? He thought I might be better to look at fixing the KI214 or find a working replacement. Sorry for the long explanation. #1 Is anyone driving their accutrak with the KI209? #2 Anyone have a working KI214 just sitting on a shelf in the hangar? Thanks for reading the post and any thoughts.
  23. Thanks @ArtVandelay Yeah the G500 specs page explicitly calls out the features in the interfaces page. G3X just says AP support but has this disclaimer in the fine print: "¹G3X Touch will not support display of flight director (FD), autopilot modes or annunciations for non-Garmin autopilots. Consult your Authorized Garmin Dealer for more details." Waiting for estimates and will then see how this changes the game. Do you know since the GI-275 is acting as the middle man, if the limitations are still valid?
  24. Yes! Good catch! All true, except the A-C design replaced spurving bearings with anachroic helecoidal units housed in a rendundant plenum to avoid the known problem with want of lubricity.
  25. As a F model owner w/ a similar setup, this looks like a really good deal! I don't think I would part w/ mine for that, assuming pre-buy is good. Someone is going to be really happy.
  26. here’s the interpretation of the SB. Remove flapper. Cut aluminum in a circle. Rivet said circle onto AirBox. Case closed (pun intended). I just riveted an aluminum plate (spray painted white) on the back of the cowling hole until I had time to get the cowling glassed and painted later.
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