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shawnd

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shawnd last won the day on May 23 2020

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    Male
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    Seattle, WA
  • Reg #
    N252XM
  • Model
    M20K 252
  • Base
    KAWO

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  1. Thanks @Z W for the feedback. Yeah AP going bad is never a good situation. Always a good idea to test AP disconnect procedures during run-up/pre-takeoff check. And yes, seems like GFC500 is loved by everyone :-) @wombat Yep, hoping mine keeps running esp if the avionics shop can get the setup configured properly. Perhaps a servo IRAN in the future, but that's okay to do. Based on conversations with the shops, likely will have all the estimates from everyone by next week just in time for April Fool's day..
  2. A GAD 43E ($4AMU retail price) can get those enabled even for KFC 150.
  3. More and more I am leaning towards the "Keep the KFC option" with G500TXi. On a separate note, regarding the straight and level button, the KFCs can do the same operation I think in 4 button pushes. Heading button press to align bug to current heading Hit the ALT button on KFC Hit the HDG button KFC Hit the AP button on KFC. Haven't had an opportunity to try it out but should get your plane to S&L condition. Or are there envelopes beyond which KFC won't engage vs a GFC 500 would?
  4. A suggestion: after you have run the engine, let it sit for a day or two, or may be 5. Let the oil that is covering all the engine parts drip down and into the sump. Reason: if you have ever taken a look at your oil dipstick the day after or a few days after, you will notice the level in the sump always rises. Drain after a sufficient time passes. Similarly take out your oil filter or use the pierce trick to let the oil drain out from the accessory side as well for a few days. By the time you come back to drain from sump, the oil on filter side of the engine should have left the engine by now. I believe this maximizes one's opportunity to get all the "old" oil out.
  5. Thanks @PT20J and others as well. Yep makes sense on the approaches. Now just waiting for the estimates to roll in. Did reach out to the Avionics Shop at KTIW as well.
  6. @LANCECASPER that was exactly my plan for the install in 2023 . I wanted to wait as well and just get the basics upgraded before IFR training. After the snafu, I am consulting with another avionics shop in the area and they are thinking the labor to identify the previous mess and correct it might be close to just doing a new panel. And would be a good time to do the glass upgrade for the older 6 pack. Let me see what the estimates look like and I am planning on digging deeper to find the best option for now. Thank you!
  7. @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.
  8. 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.
  9. 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).
  10. 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?
  11. If things are working great, would be good to know as well :-)
  12. I had mine go through Zephyr and I will also highly recommend them. OP did narrow it down to Triad Aviation in NC or Watson Aero in Georgia, but if you are willing to ship to FL, contact them. Mine was deluxe version of IRAN so sharing cost won't be useful. But they are very reasonable with pricing.
  13. I am looking at installing a G3X with a GI-275 (ADAHRS + AP) and retaining my existing KFC-150 which has been working just fine w/ the stock Bendix 6-pack. Wondering if folks have observed any unexpected behaviors from the Garmin units + King AP combination. From other threads, I see there are sometimes issues like unable to intercept nav, oscillations, etc., but many of them were purely Garmin setup on Mooneys. Wondering if anyone with the Garmin + King KFC or KAP setup has seen any of these? What were the mitigations? Did servos need rebuilding? I am trying to avoid GFC500 installation to keep my already insane avionics upgrade expense down. Appreciate any help. I tried searching on MooneySpace directly but no search results pop for "KFC 150" Google pointed me to this thread on the topic:
  14. Another search landed me on https://sps-support.honeywell.com/s/article/AST-Does-Honeywell-offer-a-FAA-PMA-1-pole-off-on-Lighted-Rocker-Switch which cites Honeywell offers FAA/PMA switches: Datasheet: https://prod-edam.honeywell.com/content/dam/honeywell-edam/sps/siot/ja/products/switches/rocker-switches/tp-series/documents/sps-siot-micro-switch-tp-rocker-product-sheet-005438-1-en-ciid-176934.pdf Interesting tidbit on why a switch is PMA and why one isn't: The AML24 series Rocker switch part numbers: AML24GBE2CA03-001 and p/n: AML24GBE2CA03 are the exact same switches with the same specifications and functionality. The only difference is that the part number: AML24GBE2CA03-001 has the brand Customer p/n on the housing and it is FAA-PMA approved. The regular part number: AML24GBE2CA03 does not have that brand Customer p/n on the housing and it is not FAA-PMA approved, so as long as the switch is not used for aerospace applications it should be fine since the regular AML24GBE2CA03 would not be FAA-PMA approved but of course is UL / CSA certified as all products have to be. Source: https://sps-support.honeywell.com/s/article/AST-What-is-the-difference-between-the-AML24-Series-switch-part-numbers-AML24GBE2CA03-001-and-AML24GBE2CA03
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