Steve W

The LED is always required for the JPI if you're using it for primary purposes. The 930 has a fancy little 8 character display instead. As I recall some of the fuel limits may be configurable by you, er your A&P, the configuration system is really really annoying though and they barely document it.

They also promised they'd make their own servos, also never heard from again. I know a guy with a 182 who went the Avidyne route, basically install an STEC, throw away/sell for pennies the control head and then install the DFC.

Don't forget STEC and King(hahahahahahahah, sorry)

STEC: 15, no deposit just a confirmed purchase order from your shop. 1 year additional warranty (3 years total) on the new parts with 2 year warranty on existing servos for upgrades for pre-orders.

Remind me never to share my YouTube videos with you guys.

And that's how my prop strike on a 1200 hour engine became a full overhaul. (Well, not corrosion, but other items)

The Pilots Guide for the G3x autopilot says the same: NOTE: VOR, LOC, and GS modes are all GPS-aided. You must have a GPS position to use VOR, LOC, or GS modes.

Let's not get ahead of ourselves... the KI-300 is shipping, the KA-310 to actually use with a legacy autopilot is not, coming 'Q1 2019'... don't hold your breath. On one hand I am a bit considering the KI-300 and a G5 HSI for my existing KAP-150 to hold me until I can afford a full GFC500, on the other hand, maybe just the G5 for now as I can buy quite a few KG-258s off ebay for the cost of the KI-300.

I haven't seen anything that says the KA310 is required if you use a KFC-230, only for legacy(analog input) autopilots. I'd assume they were smart enough to put the ARINC output for the KFC on the KI-300 itself... Then again, it is BK.

My reading is it won't fly any needles without GPS. It will display pretty green needles to fly either by manual commands(hdg bug, etc) or by hand. From what I've seen that's only if you have an existing digital attitude source(KI-300, G500, Aspen) otherwise you'll have to add one of those. Similarly it doesn't include an HSI, but it can use the existing one. I thought I saw a vapor announcement for King doing a digital HSI, but I can't find it now.

That's exactly what they are doing.. GPS aided first, Pitot-Static aided next, finally raw data if it loses both of those. https://www.beechtalk.com/forums/viewtopic.php?f=21&t=131594&start=75

All of the new low cost autopilots are coming up from the experimental side and they all have various limitations from that heritage, lack of heading mode, lack of approach capabilities, requirements for GPS data, lack of legacy connections or navigation(depending on the models), You want to upgrade from a KFC150 autopilot and don't want any of those kind of limitations, you're starting with the GFC600/KFC 230/STEC 3100 and the resulting price tags. For many of us the limitations of the GFC500 or some of the others beats trying to keep a legacy King or other autopilot working or paying the expected prices for the King or other 'high end' models.

Well, the TruTrak can't currently fly a coupled approach legally... So I'm not sure there's much of a problem.

It appears that there are almost 0 of the digital clocks on the aircraft spruce clock page that simultaneously display seconds. Well, except the $500 midcontinent one that comes with USB ports too...

I think ElectroAir is now at 2-3 years for those of us with Dual Mags...

As you'll notice on the display there are many Xs, those are all the sensors on the engine that's not yet back from it's prop strike work. I figured while the engine was out I'd do all the work I could. So the wires are routed through the firewall, the OAT probe is replaced in the right wing, the fuel flow to GPS connection is made(I cheated and used the wires from the old fuel flow since some day I want all the wires cleaned up but I didn't want to try and get to the GPS tray to replace them now), the ammeter shunt is replaced. I'm hoping all the new sensors can just be attached as the engine is re-assembled and then the wrap up work with the A&P when it comes back to cut everything to length and connect it and hook in the MP sensor and calibrate the fuel levels. I'm expecting 10-20 hours of A&P time for supervision, wrap up and for him to do all the paperwork/etc. Hopefully some time next year I'll know how much it actually cost.

A few months ago I'd have said they'll probably beat the KI-300 and adapter to market with the AV-30 and adapter. but now it actually looks like King might ship next year. The AV-30 would seem to be a much more affordable solution though. If the AV-30 and adapter can manage to work as an autopilot AI with both King and Century I expect they'll be flying off the shelves.

As a follow up, here's a photo. This is my left wing, the mirror on each side is mounted on the inboard side, reflecting light to the outboard side.

Horizontally it blocks the CDI even more and I'd have to relocate the Stormscope placard. An Aspen doesn't get me any closer to being able to dump the KAP 150 in the ocean(er, sorry, sell to whoever needs parts) and replace it with an autopilot with electric pitch trim and can legally fly an ILS or LPV to minimums.

Here's an photo of my interim panel, as in until I have enough money to add G5s a GFC 500, maybe a G500Txi, etc etc...(heh)

They're not the wingtip lights, they're the wing mounted landing lights. Item 15 here is the mirror. I don't have a good photo of my lights, but they are there.

I can't answer the panel questions but that's basically where I'm putting mine, one thing to note is the factory can flip the display if it works out for a better viewing angle for the install position, check the manual for details. The majority of the install is running the damn wires and that's pretty easy, if tedious. I've done all the cockpit stuff myself except the manifold pressure line tee. The engine is coming back from repair with all the new sensors on it, so once it arrives it's just putting all the connectors on at the right lengths, routing the harnesses in the cowling and plugging them in. I already had an engine monitor so no new holes in the exhaust were needed, also because of that I'm keeping the factory EGT rather than having that hole in the exhaust patched. I'm going to have my mechanic do the fuel calibration since he has better facilities to drain and re-fill the fuel than I do, I'm keeping the original resistive fuel senders since mine is a 1994 so they're not that bad yet.

I went through AAA and used Dugosh(pre-buy and upgraded to an annual) since the previous annual was Don Maxwell. No unexpected problems that the PPI would have found unless I had a cylinder pulled, in hindsight since there was some engine work done since the last overhaul, I probably should have had a cylinder pulled.

Sure went better than the last time. https://aviation-safety.net/photos/displayphoto.php?id=20000305-0&vnr=1&kind=C

If the cylinder 2 and cylinder 4 wires are connected to the harness at roughly the same point, you(of course I mean an A&P) can easily swap the wiring under the cowling so 2 feeds #4 and 4 feeds #2 and make sure that the problem is with the probe and not the wiring harness between the connection and the instrument.