PTK

You need to load and activate the approach at DUCER transition. Not VECTORS TO FINAL which is the default. If you do so it will properly put in the hold at DUCER in the flight plan and will fly it. If approaching DUCER from the east it will ask you if you want course reversal at DUCER.

That’s incredible Byron! I thought maybe it was I overreacting but sadly it has happened to others. What's worse is that some people fall for his bs. That's one way to increase business... declare other shops’ installations “illegal” and pretend to reinstall the existing equipment!

I’m curious as to how much weight we are talking about. Does anyone have an idea? In my airplane for example I’d remove: KI256, vacuum pump and associated plumbing, KI525A HSI with all the rest of the KCS55A compass system and wiring. How much weight would I be losing?

Only the non-ADHRS variants.

That’s on the high side considering the equipment cost is south of 9k$ and no panel work.

Wow! I got an estimate from him when I did my GTX345R several months ago. He wanted just shy of 10k$. I asked about adding an antenna jack to plug in a handheld radio and what that would involve. He insisted that he had to “correct” my existing installation by adding a separate comm antenna on the belly! That of course would be an additional cost! He insisted my installation done by another shop was illegal! I was shocked. I called Garmin and spoke with field engineers who reassured me it was erroneous info and offered to speak with him if he had any questions. He is a legend in his own mind!

The CGR-30P is just shy of 4K. The GI275 including ff, sensors, bt and wifi is only about 700$ more. If I was in the market for a primary engine monitor I would only consider JPI or EI if the delta was at least double that.

On Aircraft Spruce website it’s $4678.00 and includes the GEA24 and all sensors and the sensors are compatible according to Garmin. It has bt and wifi to display in garmin pilot. It also has automatic data logging. When you compare apples to apples the cost and what EI or JPI give you in some detail you may find the brand new and fully TSO’d GI 275 EIS to be a bargain. https://sarasotaavionics.com/avionics/gi-275-eis Also if the GI275 EIS is advisory and not primary it can be configured to be an MFD, a CDI, a traffic display, in addition to an EIS. This is a big advantage and very useful.

The GI275 is brand new technology. Cost is very comparable to older CGR.

Have you considered the new Garmin GI275 EIS?

Thankfully it was not an accident Paul. It happened to a fellow Mooney pilot I know in his 201. He had just finished his instruments checkride and had landed. The examiner happened to be overweight. After they landed the right seat supports just cracked and the seat collapsed onto the floor! As you can imagine this happening to the pilot in the air would present an emergency.

This is a great idea to prevent the seat from sliding back. But a bigger problem is the seat “collapsing” so to speak. In other words the whole seat moves down and you feel like you’re sitting on the floor! It can happen when the weight exceeds what the structure supporting the seat can handle. And not just from an overweight pilot or copilot. It can be from g forces. Rare but I have seen it in a Mooney and it’s a real eye opener. Suddenly the seat collapses and you find yourself practically sitting on the floor grabbing the center tube to pull yourself up!

It has to do with standby instruments requirement. In a VFR only installation it does not require standby instruments and a single GI275 AI is all that’s needed. An IFR installation of a single GI275 needs back up. This can be satisfied by retaining aircraft’s original vacuum ADI. Another way to satisfy this requirement is to install two connected GI 275’s with independent ADHARS and backup batteries for the primary and standby instruments. Please see my post above.

You’re getting incomplete and therefore erroneous information. On the contrary one GI275 ADI with autopilot interface and a one 275 HSI completely interface with the KFC150! Including attitude reference, baro correction, yaw rate, gpss, vnav profile, alt preselect, etc. If you get only the ADI unit it does require standby instruments and I think therein lies the confusion. If you get one ADI with autopilot interface and one HSI version, replacing the KI256 and KCS55A as the KFC150 requires, the HSI can also be configured reversionary back up ADI! It doesn’t get any better then that! It seems Garmin designed the GI275 with the KFC150 in mind! ”GI 275 system redundancy is satisfied by using a GI 275 MFD or HSI that is configured as a standby instrument, or by using a dedicated GI 275 ADI. When configured as a standby instrument the GI 275 MFD and HSI include an ADI Page which is displayed automatically when faults are detected or when selected by the pilot. Both the GI 275 primary and standby ADIs have their own integral ADAHRS and internal batteries for independence and redundancy.” http://static.garmin.com/pumac/gi275_autopilot_compatibility2.pdf http://static.garmin.com/pumac/190-02246-12_01.pdf

What you describe is not apples to apples comparison. E5 is not two GI275’s. The E5 gives you no redundancy and Aspen does not protect your investment like Garmin does imo.

I wish Avidyne and Aspen were capable of offering a full avionics suite of their own. Until they do they will remain marginalized or worse. Garmin has demonstrated they have the critical mass to do so and have marginalized the rest.

Those who act surprised are actually uneasy every time Garmin comes out with new products. They get a bad case of hives. Like those poor folks at Aspen. They try so hard but just can’t catch up! And then we have BK. They are hopeless! Not only do they not care about us but they take us for fools. But I don’t feel sorry for them. They don’t need GA. I truly feel sorry for Aspen because GA is key to their survival. But the writing is on the wall... unfortunately. I hope I’m wrong.

Please take a moment and re-read the posts. I was asking the Aspen rep questions based on his post about the failures. As far as trying them as I said I’m not in any particular hurry. My panel works perfectly well.

Did they announce something? Is there an announcement coming? I haven't read anything to that effect.

Protecting my investment imo requires a departure from a 15 year old hardware design. Does Aspen have any plans on updating the hardware to larger displays and maybe touchscreen?

So they are different failures. This really scares me! And the wasted time back and forth to the shop to fix things. As I said I’m in no hurry but this doesn’t help boost my confidence. I hope things change. Thank you!

Welcome Mr. Smith! As a GA aircraft owner/operator I take great pride in maintaining my airplane in top shape. I also like to do upgrades after careful consideration and extensive research. Although not in any particular hurry, I will at some point upgrade my left panel. Would you please tell me why I should consider your products in view of your systemic issues? What would you say to this potential customer? Beyond the usual form “assurances” that you are working to determine the root causes, etc etc.

This wouldn’t concern me! It’s easy to get confused. Especially when dealing with numerous systems and manufacturers as avionics shops do.

That’s what I thought. Nothing about providing attitude reference to King ap’s. So yes G3X touch will provide heading and course but would still need to retain KI256 and vacuum.

Please ask them how it's doing that exactly. Is the G3X providing attitude reference to the KFC? Or only provides heading and course error to the autopilot? If it provides attitude ref it’d be news to me! I don’t think it does and I think they're confusing it with GPSS.