MIm20c

I heard he’s planning on painting it, I’m sure it’s to hide something major. Run away!

Does anyone know if the 175/375 have a native canbus connection? If so I’d assume the unit could be directly connected to the g5 without the need for a gad29b. Might make a great navigator for someone that already has a 155 et al attached to a cdi w/ GS for backup use. Otherwise I don’t see how the g5 / g3x could receive gps and nav guidance to use on an approach. I don’t think a simple 2 way switch could handle the canbus signal.

I think the first question to ask is what AP you want to use? If keeping the BK do you currently have altitude preselect on your AP? Along with a good waas gps/nav/com the only thing that really matters to me is a really nice AP. The rest IMO is just eye candy. I currently have a stec 50 in my C. It works well but I would much rather have an upgrade to that vs other avionics/paint/interior/etc. expenditures. So in your position I’d make sure you had a good alt preselect setup and line up the 256/130/ASI along the bottom of the g3x or plan on installing a gfc500 at the same time.

This x100. That type of algorithm or more watchful eyes would have saved us 25 amu...it could truly save lives in the future.

I think they should get aggressive on 440 pricing. I feel they already have the superior product and it’s ready to slide in a 100k racks out there. Lots of deep pockets (older Cirrus etc) that are ready to buy. This alone will dictate 430w prices. People buying the 175/375 are looking for a cheap solution to avoid buying a new 650/750. Numbers wise (beyond those in the know on MS) they were never planning on an Avidyne unit in the first place. I cant possibly believe a 175 clone would provide the same profit margin as a 440. Garmin charges almost 5k more for the 750 vs 650. Right now with the transponder deals Avidyne is within 1.5k for their two models. Either the margins are too thin on the 440 as mentioned above or they need to sharpen the pencil and get aggressive on pushing the smaller unit out the door.

I pull all the prices from Sarasota. Over the years I’ve found the prices to line up well with competitive bids in the area. However, the 175 and 375 are available over the counter I believe.

So I’m actually thinking about a new 201 window on my C as well. I was looking closely at the windshield and it looks like a pain to replace it. Not much extra room to slide it in. Any idea on how long it takes? I think we need to put together a group buy.

The airstops that I’ve used still have a straight valve stem which is a pain. However, I agree with the above that it was not oriented correctly when installed or the pressure got too low and spun the tire/tube slightly.

G3x has some pretty attractive pricing...about a $3k price increase from the experimental and 500 aircraft certified out of the gate. I’ll call it Garmin’s gateway drug.

Great plan! In that case I’d start with the range that @Andy95W had above. The MP and RPM sensors along with tit etc will make it far more valuable than the 700.

I’ll ask but it’ll cost you 5 months...

The 700 displays with FF bring around $400. With the probes probably 7-800. You’ll probably make an extra $100 if you keep all the old probes on the plane which IMO is false economy. I’m not sure what the price delta is between the 700 and 800 display. What are you trying to upgrade to?

It’s hard for a company to have realistic pricing when they normally work with the deep pockets of the government. But I agree and do fear the day when the skywatch and wx500 need to be serviced.

Catching two red eye flights to see S&F this year (Tues/Wed). I’ll miss the Acclaim like speeds racing a 800 mile long storm home last year...

I think your panel looks great! I wouldn’t change a thing until the 3100 is certified for your plane. At that time I’d clean everything up and fly it for the next 20 years.

The g5 is an all in one box AP controller. Nothing else is needed for experimental aircraft. The control box is added to help input heading, VS, etc.

Wished I could read a post like this every week. Could you please expand on what things Mooney / Premier? did to make this an enjoyable experience. Looks like A/C is on the plane. Any other options to complete race car package?

I feel the BK AP’s reference the 256 for attitude info similar to the 3100 using solid state sensors or the Cessna/Mooney g1000 stec installs that used a turn coordinator behind the panel. IMO it’s the hsi and navigator that are actually directing the AP to fly enroute/approaches/etc. Even the FD is nothing more than an indicator to show what the AP is trying to hold. I totally agree with you Paul that it’s a workaround. I’ve just noticed everyone, including myself, is treating the g3x as a closed system. I feel like as long as you have one 430w or above the system will be amazing.

This is a great point I forgot about. However, that requirement might be left out of the stc requirements, I’ll have to look.

I don’t feel it’s any different than the backup gauges on a g1000 panel. You could put them along the bottom and never look at them again. Yes, the vac system would need to be retained until a suitable replacement comes along (ki300/av30). The g3x is still integrating and running everything.

The approach information is displayed correctly on the g3x as It would be on an g5 hsi. The AP receives the LPV approach info directly from the navigator in many installations. The GAD43 (e) is only necessary to replace the 256 attitude output and import legacy info from other manufacturers.

There is no requirement for the G5 (unless the gad29 for communication w/ the gns/gtn is unable to directly connect to the g3x). Instead a AI, ASI, and altimeter could be retained for backup. If the BK 256 was retained as the AI all the AP functions would be usable as they are with an Aspen. *Looking at the diagram below the gad29b is almost a requirement for any type of navigator or autopilot interface. However, it does look like it interfaces directly with the g3x. It should really be included with the base system...

If anything I feel like the 430w is as important as ever. A single “inexpensive” 10 inch g3x will provide access to a large vibrant mfd display, two way communication between 430 and EFB, bargain priced access to XM/adsb weather and traffic. The 430w staples the system down with LPV approaches, top quality nav/com, and a durable design that has stood the test of time. G3x/430w/330es/50r - IMO a powerful combo for another 20 years.

The first thing I would do is disconnect the signal wire from the starter relay and make sure the sos runs every time you turn the key. From there move to the mag. Just my opinion.

Planning on going under the knife in sept/oct. I’m really interested to hear your opinion on the yaw damper if you get into a shop earlier.