PeteMc

Assuming you have an EI R1... Engine Time is recorded when the engine reaches 1300 RPM. Flight Time starts recording when the engine reaches 2000 RPM for 10 seconds. Stops recording when engine drops below 2000 RPM for 10 seconds Peak Time is the max. RPM maintained for at least 3 seconds.

It's listed as a compatible device for IFR on the Garmin site for the GNC-355. KI 204/209/209A

A lot of boats have them. Possibly a yacht or sailboat with engine trouble and out of radio range.

The GNC355 says it will work with the KI-209. And I believe most if not all of the Garmin GPS still have analog outputs that will drive the KI-209. And that's a pretty common unit, so I'm guessing most GPS manufacturers have outputs that will drive it. [Avionics guy needs to confirm]

Yes, Garmin is a stickler for dealer installations. I'm sure it's their lawyers pushing it. After an accident, everyone gets sued and they have the deepest pockets. Having said that... See if your regular guys have any kind of relationship with a Garmin dealer. Maybe the dealer will let them do the installation, which is really no different than letting a junior tech do it in one plane while the dealers working in another. When the installation is done, the dealer can do the configuration and confirm the install.

I have one there too. Easiest way to read it is to slip in between the wing and the open door and peer in, but haven't done that in ages.

How does it work over water? I've heard that glass smooth water is hard to judge touchdown for seaplanes. Don't actually know if that's true, but if it is, this might be something to consider.

Tach time runs if the engine is running. Old mechanical tachs will run slower than real time at low RPM. At some point the RPMs will be at or close to real time (some number the manufacturer decides upon). And at full power the tach time is faster than real time. My Electronic Tach runs in real time all the time the engine is running. The newer JPI units someone told me runs like the old mechanical tach. Slower at lower RPMs. Slower at lower RPM is actually better if you base your TBO on tach time. Question is if the meter is really off or the tach is really showing higher RPM than the engine is turning.

Again. In your case, I'd really look at one GI-275 with the plan to add a second one as funds allow. Other option could be to add something like the Aspen if you wanted to go that route, with the first GI-275 as the legal Backup. Then you can leave the 275 on the Traffic or any other page you want most of the time.

My guess is that a lot of people put them in and pull them out at an angle. Eventually they they break one end or the other.

Did you find the problem? And sorry if someone asked this, I didn't see it... If you grab the headset connector and twist it back and forth a bit, do you hear the crackling? The connectors can build up oxidation and dirt and you may hear the crackling from the vibration when the plane is running or by your movement if you tug a little on the cable. If this turns out to be the issue, give all the connectors a few twists back and forth until it clears up and then a few extras for good measure. You don't need twist really hard, just twist back and forth somewhat quickly until the crackling goes away. Do the same amount with the mic connectors.

I thought about it but my avionics guy said he is constantly changing the connectors for people (Bose, DC, doesn't matter). So ALWAYS be MUCH more gentle than you think you need to be.

The 430 is a good unit and they are available for a lot less. Down side is they are older and all will be used. So no real knowledge on humidity where the plane lived, how many hard landings (daily with student pilots, etc.). OR... Consider the GNC-355 GPS/COM. If you keep your KX155 as COM 2, you also still have ILS/LOC/VOR. Down the road you could move the GNC into the #2 spot and get whatever the latest & greatest is and put that in the #1 spot. Another option at a higher cost would be to consider the GTN-650. You may be able to find a used "650" if someone has upgraded to the 650Xi. And even a new 650 should have dropped a little in price now that the 650Xi is out. Look at the GI-275 before the M5. In a recent Webinar Garmin discussed how the M5 was designed for a specific purpose, the 275 was designed to make up for what the M5 didn't do and a whole lot more. The GI-275 MIGHT drive your Autopilot. Check with Garmin (aviation.support@garmin.com). All of the above GPS/NAVs will feed the GI-275. I believe it will take two GPS and two NAV signals. So you're covered when you ultimately have to upgrade the KX155. ALSO... Be sure to consider the ADAHRS+AP version. Assuming they tell you it will drive your Autopilot, with this version you've got the battery backup if you have an electrical failure. And down the road, if you install a second unit, you should be able to remove your vacuum system. [need to confirm] Good luck!

Progressives give you three primary ranges, with no hard line. So "in theory" they are continuous and you maybe able to focus on other distances in the transition area. A slight tilt of the head up or down will bring things into focus. Your "readers" are one focal length, so you get what you got. So if you have a good eye Doc AND a good eye glass person that knows what to order for you, you'll love them. And as I noted in an earlier post. My Progressives apparently have a VERY WIDE mid range viewing area. Regretfully I don't know if this is because of the brand of lens or the way the order was put in. I had the non-wide version in replacement glasses for about a week and HATED them. With the narrow mid range you find yourself looking left-right to get things in focus in addition to the up-down for range. Once you put all the non-scratch and other coatings you may want, they're not inexpensive. But I got light weight ones and just don't bother putting them on or off, i just wear them since I can generally see whatever I'm looking at with no issues. I also have a fixed focal length for the computer so I'm not cranking my head up to always be in the mid range. I opted for prescription because of my astigmatism (reason I got glasses in the first place). Your readers may work fine for you.

@milotron If you're using your Progressives for your computer, then they really messed up your prescription and didn't make them right. (Assuming you're not talking literally using a "laptop" where you're looking down through the bottom of the lens all the time.) I have to crank my head way up to look through the middle or bottom of mine, pending where I'm sitting in relation to the monitor. Top of mine have very little correction, but do correct for the astigmatism. So they work great for looking out the window (flying or driving). Middle is just right for the panel (discussed with the Doc how far away the panel was). Bottom is good for the iPad, menus, paper I'm holding, etc. The glasses I use for the computer have a standard lens (same top to bottom) set for the approx. distance to the screen. So I don't have to tilt my head while sitting at my desk. (Which has been a LOT this year with all the Virtual Meetings/Training events.)

I have Progressive lenses due to an astigmatism and also some close vision issues. I think they're great for flying, though no where in the price range of readers. IMPORTANT NOTE: I went for years to one place for my glasses, but they closed. Eventually had to go to a new place and HATED the glasses they made. Apparently the lenses I originally was getting had a very wide MID RANGE (Progressive lenses have an hour glass shape in the view area). Once they fixed that I was very happy again with them. Not sure if it is a lens manufacturer difference or just how they make them. But be sure to discuss this with the Eye Doc and whomever is actually selling you the glasses.

I'll have to look at the Safe Taxi on the GI. Usually taxi for me is on the iPad, WingX before, ForeFlight now. The Garmin tap to look up a freq. and then get it in the active window is a big plus.

I know the GI-275 can receive cross-feed from (some?) other Garmin devices. That video I saw a while ago I believe said the full FP and heading bug for sure. Do you know if it detect an Aspen failure? An industry standard failure code would be a great safety addition. Then any device from any manufacturer that has multi display pages would instantly revert to the main ADI if the PFD failed. There may only be a few options now, but who knows how many there will be in 5 years.

I am having a very similar setup installed. Here my setup.... Primary display is an Aspen PFD with a Garmin Gi-275 as the backup. Garmin GTN650 GPS/Nav/Com will be the primary Navigation and Comm with a Garmin GNC-355 as the backup GPS and Comm 2. A Garmin GTX-345 will provide ADS-B traffic and FIS-B weather. The above will feed the Aspen and GI-275 with GPS 1, GPS 2, NAV 1, Traffic & Weather Autopilot is driven by the Aspen. I'm still trying to decide what's going to be on all the displays and this may change over time. I *think* initially I will set it up this way: Aspen will have the FP course (obviously), terrain, weather and traffic (set only to show the immediate threats) Aspen may also be in the Synthetic Vision mode, but I need to fly a while to see if that will always be on Gi-275 will probably be in Traffic Mode for the bigger picture with an occasional switch as needed to the custom page that shows ETA, etc. TBD on exactly what will be on that page. (Also obviously available on the GTN, but the 275 will be in the primary scan to just turn the knob to see the info.) GTN screen I'm still trying to decide on since I have the other screens, it may very well sit on the FP page on IFR flights for quick changes, not sure on VFR flights GNC will be on the Map page as a cross reference to make sure all is good with the course compared to the GTN (still have to manually set the FP, but I hear rumors that eventually there will be a software upgrade to allow cross fill of the FP. Apparently I'm not the only one that wanted a Backup GPS and Comm2, so they're having to rethink allowing communications with the GTN & GNC devices. (GEE... REALLY... Very short sighted not to allow the obvious Backup GPS & Com choice for people that didn't want to buy two GTNs) In an earlier post someone mentioned setting two heading bugs. Yes, the Aspen and the 275 both have bugs, but I don't see any reason to have them both displaying the FP and setting both bugs. The 275 cannot be connected to my AP, so if the Aspen fails, I'll be hand flying. Guess some cross-over relays could be installed, but I'm not going that route. But even if you did and the Aspen failed, it would not be an instant switch to the 275. So you'd be hand flying for a few seconds to get the 275 in the right configuration, then you'd toss the switch. And my AP I believe will default to wing leveler mode if it loosed input from the Aspen (note to self to confirm that now....) Also, I asked Garmin if there was a button push or other fast switch option to get to the AI/FD screen. When I asked they said no and said basically the fastest way is to just quickly turn the knob to get to the 1st page. I did send in a Feature Request to consider adding a fast switch option, so maybe they've added it in the latest software.

There were issues this.. er.. LAST year with the Aspen. At first I understand they though it was actually a board in the unit, so a number of people got an upgrade to the latest unit if they said their unit crashed. Later it was determined that it was a software issue, so now it's just a Firmware upgrade to resolve the issue. But check with your shop again to see if that's why they were not so keen on the Aspen or if it was something else. And let us know if it is for some other reason.

Well that's no good... Under rated wire?

Are you talking about the AOPA App? (Which I'm not a big fan of the new one...) Go search for the Wx at your home airport. Then look to the right to the little tiny [HOME] and [HEART] icons. Tap on the Home so that it turns red.

What's the gauge show when you switch to the standby, same or something else. And with the engine is off does it drop to 0? It could be a bad gauge and there is a problem. Or a leak in the primary line. If it was a leak in the back of the AI, wouldn't the issue be the same with either pump?

Firmware updates need to be done by an Avionics shop. Database updates can be done by the pilot (or anyone).

Didn't think AC was part of the base aircraft, but an OPTION that has an STC which ALLOWS it to be installed? Wouldn't it fall under the same rules as installing a Merlyn Wastegate on a K, then later deciding to remove it? It's not a required item, but one that has been approve to be installed.