donkaye

In my opinion the best GA AP out there. With the KFC 150 AP every time you are given a new altimeter setting you have to adjust your altitude with the AP. Not so with the GFC 700. The altimeter setting is fed back to the AP and your altitude is automatically readjusted.

We only wish....

That definitely is the problem. Check to make sure you have the Garmin 8GB card and then down load the 7.00 version of terrain. The terrain database is much larger in this version thus the reason for the larger card. Early on Garmin traded the early cards for the later larger ones. Now you may have to pay for the larger card.

Again, What is your Vy at sea level? Do you perform a short field takeoff at high altitude?

Understood. Which is why I used the word "pseudo". Probably better to have said pseudo upset protection.

I loved my KLN90B, so delayed any GPS upgrade because I thought is was so capable. So I skipped the GNS 530/430 generation. It was only after a major interconnected system component failed and the exorbitant price that Bendix/King wanted that I went all in with my complete panel upgrade. I was lucky that technology waited to change so dramatically until I needed it. Even now, 3 years later, there is no newer technology that would cause me to change my panel. I really feel fortunate that the only thing King in my panel is the KN63 DME and the KFC 150 autopilot. Although I'm glad I kept the DME, if it went out, at BKs repair prices, I would remove it as inconsequential. With regards to the KFC 150 autopilot, I spent over 5K on it a couple of years ago at AP Central. That included a replacement Pitch Servo. Can you imagine what BK will charge!? So, I will keep it as long as it works, and, like my total upgrade, hope a new AP will become available on the market before I need a repair on mine. I would prefer it be from Garmin, since I'm sure it would more likely interface with all their equipment, and their GFC 700 is the best small GA digital AP out there, so it would probably piggyback off of it. Actually the KFC 150 does have a pseudo envelope protection not touted much. If you just press FD, ALT, AP, the wings will roll level at least at any bank angle to the 60° I have tested and at the altitude pressed. It's better than nothing.

It is NOT fake news. My avionics shop told me about it and the letter to Dealers before I read the thread on Beechtalk and started one here.

This reminds me of the problem with the Plessey Actuator back spring. They quit making them. I was so worried about that that I spent a lot of money buying a rebuilt non Plessey gear actuator from Top Gun last year. It's a little harder buying a non BK autopilot and, no, I don't want an S-Tec rate based AP.

I was in talking to my Avionics shop today and was informed that as of July 1st ALL MANUALS ARE TO BE DISTROYED, ALL PARTS ARE TO BE RETURNED, AND NO WORK ON BK PRODUCTS CAN BE DONE OUTSIDE THE FACTORY. Only the factory will be allowed to do ANY repairs to BK products. I updated my panel when my EFIS 40 failed and BK wanted in the neighborhood of $!7,000 to fix it. The value of BK products just took a nosedive with this ridiculous act. All of us with BK Autopilots are in trouble. If any servo goes out, back to BK. If any AP computer goes out, back to BK. Better save up for those repairs because they are going to rip us off. Hopefully, there will be new choices for autopilots on the market soon so we can trash the BK autopilots and tell them where they can go.... PS How are we going to get our APs aligned with no manuals or permission to even to it?

Thanks for the information.

If you want a G1000 airplane, then you want it to have the GFC 700. There are no free lunches.

I'd pass on that one. Why in the world would they not have built it with the GFC 700 instead of the S-Tec. I think it has been discussed in another thread, but upgrading to WAAS with the S-Tec is either problematic or VERY expensive or both. Maybe someone who knows better can chime it.

The other major issue with the TKS System is when you have problems with it. It can be VERY expensive to repair. Replacing a TKS panel costs in the thousands of dollars and can ground the airplane for months waiting for a panel to be made in England. It's a dual system for everything, so you have many pumps that can go out over time. I just got done with a flight from KSBA to KDPA delivering a new to the buyer Acclaim. Halfway through the trip I tested the system and it didn't work. After I landed midway, lots of fluid was draining out of the middle of the airplane. It was costly to repair. I'd much rather have the system to use on someone else's airplane where they're carrying the cost load than have it on my own, recognizing that there are times when I remain on the ground. Of course, just one point of view.

I just checked back 10 logbooks and found that my first logged flight was 9/17/1967, so that will make 50 years of flying this coming September. With that experience I am now certain that with a single engine airplane weighing some 3300 pounds I'd rather not be flying in any weather that requires deicing equipment. TKS works great and I've flown a number of TKS airplanes in weather that required that equipment, but I personally haven't chosen to put it on my airplane because of the useful load penalty and the experience mentioned above. I'm just not going to fly in those types of conditions. However, if I lived in a climate where I wouldn't be able to fly all winter due to possible icing conditions, then I would relent and put it on.

None of the inexpensive backups including the ESI 500 have an AP interface. You'll need to go Aspen or G500 for that. Certainly the GNS 430W will interface to the S-Tec.

At night vision goes first, so I use O2 from the ground up at night. During the day, anytime time over 7,500 or over 5,000 for more than an hour. If you consider a situation stressful, at any altitude. I check the pulse oximeter every 10-15 minutes and turn the O2 up whenever it gets below 96. The BENDS can be an issue when flying even in the teens. Mitigation;1. Pre-breath O2, 2. Take an aspirin before flight, 3. Drink plenty of water (hydration). 4. Slow Ascent. Additionally you can acclimate overnight at an elevated altitude. I have found time aloft makes the most difference, so limit high altitude flight when flying with a person susceptible to the BENDS to no longer than 2.5 hours.

I got the chance to test out the just installed Garmin G5 in a student's airplane yesterday. It is a very nice unit.

My experience with helping new purchasers bring back "cheap" Bravos and transition training them (ironically they were purchased in Florida, but could have come from anywhere); you get what you pay for. This is an older one with to me average avionics, no ADS-B. Questions to ask: How many hours on the engine ( a Reman installed, about $75,000)? What kind of gear actuator does to have? A Plessey; add $15,000 to replace with a new actuator at backspring time. Pre SN 107, crappy brakes (this one is pre SN 107). I think I will say no more...

And, yet, with all the students I have had and have, not one has an Avidyne unit. Many have the GTN 750 or 650. I looked through the comparison chart and some of it is now incorrect, like pinch zooming, after the latest system update to the GTN series. The Avidyne seems cluttered to me. Everything discussed as a defect in the comparison has been an absolute non issue with me. If you have the 750 there are so many other useful things it has, like database Concierge if you have the FS 510, Database syncing, and Tellegence (if you have the GMA 35c) with over 300 verbal commands that means you don't have to touch the unit to show all pages, have the unit speak to you regarding ETE, ETA, WINDS, ETC, load frequencies for you without looking them up just by saying, for example, "Tune Destination Tower", and on and on. Just one happy Garmin customer.

Wayne Fisher passed away a couple of years ago. He is missed...

There are probably a number of potential buyers who could afford a new Ultra. The problem is that why would they do that when they could pick up a fantastic Bravo at give away prices, put $100,000 into a top of the line panel and end up with a similar airplane for ¼ the cost all in?

The GTX 335 will provide the ADS-B Out Solution. Since you have ADS-B In on both frequencies with the GDL 39 you should be provided with the complete ADS-B In and Out Solution albeit displayed only on the iPad and/or some portable Garmin GPSs like the 796 or 696. See below for compatibility. Garmin GDL 39 ADS-B Receiver for iPad (Bluetooth) - from Sporty's Pilot Shop.webloc

Most everything has been discussed above, but here is my summary: For the GTN 750 to follow GPSS inputs you first need some sort of converter to convert the GPS output to a Heading that feeds a GPSS/Heading switch connected to the KFC 150. This is usually the G500, or Aspen, or DAC 31. Assuming you have one of the 3 converters, then the switch should be set to GPSS and Heading on the KFC 150 should be enabled. GPSS is for LATERAL navigation only, no vertical navigation is provided. If you have the G500 and GAD 43e, you can still preselect your altitude and rate of climb/descent while tracking the GPSS course. As Paul mentioned, when flying an approach you select APPR mode once on the final approach course and the KFC 150 will change from Heading Mode to Approach Mode and follow both course deviation and vertical navigation just like an ILS approach.

I got a bit of a deal on the unit plus HUD at Oshkosh a few years ago. I think the Eagle plus HUD was around $2,200. The installation was combined with the installation of the FS 210 so I'm not sure what the cost would be. Mine was a little more expensive because I had it installed in the back instead of somewhere up front.

I have the Alpha Systems Eagle with Valkyrie HUD. Here are some pictures. The HUD should be in your field of vision. In flight I just put it down for obstruction free viewing out the window.