Steve W

Probably Vacuum Tubes.

Ok, ignore what I said then. I'm just barely qualified to talk about wires in the panel.

For splices there are Raychem Solder sleeves that some swear by. There are also environmentally sealed splices that cost a fortune but have a nice shrink tube you seal over them. But generally I've found the 'PIDG' from TE / AMP seem to be most commonly used in the high quality arena for common type splices and connectors. You'll also find that the electronics shops(Mouser, DigiKey) tend to have a much better selection than the aviation shops. Sometimes even too much of a selection. The harder part is finding a good crimper, you don't want to use an automotive style connector masher on these types of connections. I have a Greenlee Crimp Handle and use various dies depending on what's being crimped. The official crimpers are far more expensive.

Only the MFD version. Not any of the useful ones. Thus needing to find a friendly shop.

I'm considering similar, and am hoping to find a shop that will let me pre-stage everything while the plane is still in pieces(and I work for cheap)... Sigh.

The G5 always has to have a source of GPS data, if you don't have a GPS Navigator it can use a signal from a WAAS transponder or a GPS receiver inside the G5. Presumably the failure would be the same(if you had a compatible nav receiver and LOC/ILS/VOR) and you'd lose navigation tracking but could continue with heading/roll and vertical modes.

This is in addition to the 700 foot limit(from what appear to be the current TruTrak Certified AFMS): - This autopilot has not been evaluated by the FAA to meet the certification requirements for coupled instrument procedures, including coupled approaches. Therefore, these types of procedures are not authorized without further evaluation and approval. - After a GPS failure, the only lateral autopilot mode available is the BANK mode.

Wait until the TruTrak, er BK whatever is approved for Mooney and you all can complain about a low cost autopilot that can't fly an ILS at all, or really any not-GPS navigation. (Even ignoring that it's not presently certified for approaches.)

Actual display square inches is something like 5% less for the GI-275... but I've misplaced the math.

Hopefully it means the 275 will get the same code so it can act alone without a G5.

My symptom was that it wouldn't come on-line and would just sit there and beep until you pulled the breaker, not sure if the M20M uses the same switch. I made a post here, long long ago:

$10,000 and you still have the legendary King Servos and their Legendary overhaul costs, along with no indication yet of what attitude sources it can use except the KI-300.... Yea, I'll pass.

It's only a problem if he has any assets. Just ask my mechanic. Or don't, unless you want to hold a seance. (Not that I'm bitter or anything)

Installing an entirely new transponder is going to require a certification anyway.

I'm hopeful we'll eventually get a KLN-94W

While I can see the 275 being less to install than an Aspen, due to the significant complexity I'd expect it to be a fair amount more time than a G5. The data I can find is a pair of 68 pin high density connectors. There's no way that's going to be fast even if you're only using some small subset of the functionality. And, of course, having to have a dealer do the work is also going to drive up costs(compared to the E5 or G5). I mean, I'm probably going to get 2, but I need to see if we(me and my A&P) can pre-run the wires or more while we have stuff open for the other work he's doing.

The 275 doesn't need any adapters. You can look at the pinouts on the Instructions for Continued Airworthiness, it has every pin imaginable already there. You just have to pay the upcharge for the Autopilot version.

I'm of the opinion that just because you could remove the Airspeed and Altimeter, I'm pretty sure I wouldn't. The full glass panels I've flown have always had at least Airspeed and Alt somewhere else. And of all the things on the panel, they're probably the most reliable. Spinny gyros not so much.

"320 x 240 pixels (QVGA)" Which would make it 4:3 Square would only increase it to about 6.12 square inches. It sounds like the 12-ish square inch number for the G5 is the entire face including the 'giant' bezel and not just the active display area, where the 3.5" diagonal on the G5 and the 2.7inch diameter for the 275 are both just the active display.

What? The G5 Screen is 3.5" Diagonal in a 4:3 ratio. 2.1" x 2.8" or 5.88" screen area, it's about 8% bigger. Sure, the whole box is much bigger, but difference in screens is not much at all.

My guess is that's a chart error as the KAP-150 is exactly the same just without a flight director.

Nah, I could install 2 G5s without any dealer supervision. If they had just made a dealer-only adapter to hook the G5 to the KAP 150 then that would have been great. And I'd only need them to do that one bit.

Ooo, look, they actually announced something. Oh, dealer install only... well that was nice while it lasted.

Given an attitude input signal, if CAN or ARINC I could probably build a box to emulate the King AI signals for $200 or so in parts. A little more to add the Flight Director stuff. But that's ignoring the years of time and tons of money to certify it. I was hopeful the AV-30C autopilot box would materialize, but alas that also looks to be years away.

Much like King's announcements of the KI-300... 'By The End of the Year', yes, but which year.