Cris

Not that it helps but the same thing happened to the early adapters the first time around. A friend of mine ordered a lynx 3 weeks before the rebate program was announced. As I recall Lynx gave him some sort of upgrade at no cost to partially make up for the $500. I think other mfg’s did similarly.

Great info. Do you happen to know from where these might be ordered or replaced?

Cable adjustment of the roll servo is my best guess. Go to the Stec dealer for correct adjustment. Flying to the left of the line is a simple adjustment on the panal controller.

If you Google you will find the Stec ST 901 Manual. This is the info page for the T approach you described. From your description it seems that the issue you are experiencing is that the S-Tec is not intercepting the various segments in a timely manner. I think you believe that it needs to have a greater bank angle to resolve the issue. However typically the IAF’s are not fly over points. Therefore the unit should calculate and turn prior to reaching the IAF so that it smoothly ends on the next segment. If this is not occurring and you are using the unit in accordance with the manual I’d suspect it needs adjustment. Best course of action is to take it to an Stec dealer who regularly works on this autopilot. It could be a simple cable adjustment or reracking the control head etc. The servo might also be drawing high starting voltage which would slow its startup and cause it to fly thru the course. These autopilots are relatively bullet proof so should not be that costly to diagnose and repair. 3-6 5th Ed. Feb 15, 08 S–TEC Fig. 3-2. GPS-T Approach 1. a. Set the Heading Bug under the Lubber Line. b. Engage the GPSS Converter's HDG mode. c. Engage the autopilot's HDG mode. d. Program the GPS Navigator with the desired approach. e. Engage the GPSS Converter's GPSS mode. f. The autopilot begins tracking to the Initial Approach Fix (IAF). 2. a. The autopilot intercepts the IAF, then makes a 90° turn, and begins tracking to the Final Approach Fix (FAF). 3. a. The autopilot becomes established on the inbound course. b. At the Missed Approach Point (MAP), disconnect the autopilot for a landing or go-around, as required.

This autopilot is limited to 90% of standard rate. There is no pilot adjustment so it will need to go to the dealer if you are not satisfied with the turn rate. However before you do so try to see how it works in different scenarios. As an example use the left/right roll command to determine if it is giving the same rate indication as approaching a course for GPS/VOR/LOC. Use the high setting for GPS/LOC. I think Heading on the St50 and GPSS on the Aspen might also work. Remember it will use a more shallow bank angle depending on what it needs to intercept. Basically it will not intercept unless you have it within 10% of the course before you select the mode except when I GPSS mode. Finally standard rate depends on your airspeed. Check the accuracy of your Turn Coordinator by: Take the first two digits of your airspeed (or just the first digit if you are under 100kts) and add 5 to it. That is your bank angle to get a std rate turn.120 kts, add 12+5=17 degrees of bank gives you a standard rate turn. Stec will only go to 90% or 15 degrees in this example. Don’t confuse your attitude Indicator at 15 degrees in this example with the assumption it is the standard rate shown on the Turn Coordinator. 90 kts, add 9+5=14 degrees of bank gives you a standard rate turn. Compare that to the Turn Coordinator. Last but not least you can stay on the magenta line if you set your GPS to one mile instead of the standard 3 mile enroute so it wont get to far off course before adjusting.

Since you intend to upgrade from an initial GPS, installation costs to install twice will be substantial. So use some of that extra money to go with a 430 (w) or maybe a 400 (gps only which is really cheap) Latter you can upgrade to the Avidyne 440 without any additional install costs. If you sell the aircraft it offers an inexpensive upgrade path for a new owner.

All Garmin firmware updates require a trip to the dealer. Some charge some don’t

Yes V 6.50 includes the query keyboard for the GTN 650

As Marauder points out a lot depends on the math. Clearly if you have an Stec autopilot the upgrade path is quite competitive for a similar system ie Garmin. I don’t look at Trio/Trutrack as having similar capabilities. What needs to be considered is that the Garmin GFC500 requires 1-2 G5’s which adds to the cost. However if you have G5’s you don’t look at it from that perspective. There also is a higher install cost with the Garmin as the existing servo’s need to be removed and new ones installed. How much will the shop charge for that? Would 25 hours more or less be a good guess? Stec is like the Swiss Army knife of autopilots and will interface with all your existing equipment including steam gauges and EFIS. If you have steam gauges they provide an Air Data Computer as part of the kit at no additional charge according to Jack Somsen of Genysis which is huge. So the Stec install includes all of the bits and pieces at one stated upgrade cost based on the specific aircraft in which it will be installed. In my case I like what I have so this works well for me and is probably less expensive than what the GFC500 will ultimately cost. For others the numbers and equipment might be different.

Yes I think it probably went to anyone that has expressed interest. Presumably the servo’s will be certified as part of the installation. With a two year warranty on something that has proven itself I’m ok with that. The “other guys” only offer a 1-2 year warranty on their “new”. For me it’s a non issue but I do understand the point.

Found this from Jack Somsen on Beechtalk. Looks like the ADC is included at no extra cost. This might push me to upgrade for sure. “The 3100 takes some of that info from steam gauges and some from an ADC. If you don't have an ADC, we provide one as part of the kit (no additional cost). If you have an EFIS, we use that as the main source. In your case, it looks like we would use info from the Garmin GPS and the ADC we provide. You would retain your S-TEC servos and replace the 55X control head with the 3100 (in simple terms). Shoot me an email at jack.somsen@genesys-aerosystems.com and I can provide contact info for the dealers in Australia. We have a few options for you. We have started the STC for the 310/320/340 airframes and you still have time to get in on the extended warranty. And that includes 2 years on your existing S-TEC servos...”

A resistor which is only available as an s-tec dealer needs to be installed in the control head to tell it that a GPSS is now part of the system. At least that is how mine needed to be modified in addition to the integration resistor- S-tec 30

Curious as to whether or not you are having it installed by an S-Tec shop? I recently had one installed and it would not work correctly. The Avionics shop that did the install wired it incorrectly and the resistors were not changed for my equipment. Took it to the S-Tec dealer and now it works flawlessly.

I checked with Barry to see where we are and he asked that I post this for the group. Hi, I am on holiday in Canada, I will return on Tuesday next week. As of now the October STC was filled and looking at the January STC start time. If you would please relay my message and I will follow up when I get back state side.Thank you for your efforts.Thank you and Best Regards,Barry LeBlancGenesys Aerosystems Regional Sales ManagerC: 940.327.0707 F: 940.328.8808

In previous threads I believe the price to upgrade a Stec 30 is $10495. The 3100 includes electric trim but you must have the servo in your AC. If not I think the cost is an additional $1500 for the trim servo equipment. $12K in all plus installation.

Since the Eagle’s with the Stec 30 all have Manual electric Stec trim you have the advantage of a low priced upgrade which I believe is $10495 for the Stec 30. The 55X is $9995. Without electric trim the price is a bit more but at least it’s available.

Based purely on the budget the J makes sense. The best airframe example is probably the 84 on as it came with fold down seats and removable one piece belly panel. Next up would be the latter J with the 2900 lb weight increase. Over the years I’ve owned several E’s, J’s & a K but today fly a 310hp Eagle. This may not fit your budget but be aware that these Continental’s are a much smoother engine than are the 4cyl. Lycomings. I found this to be a huge benefit when flying long distances. I simply felt better when I arrived. Fuel burn is 13 gph on the standard 100 gal tanks or less LOP. I consistently fly from NJ to Fl. or elsewhere non stop 5-6 hrs with 2-3 hrs reserve which means even at the slower speeds LOP I can beat other AC like my J as they need a fuel stop. I don’t find the maintenance any more expensive than my J’s. While a K is another great option it is slower below 10K takes longer to take off and longer to land than a J and the true hourly cost needs to include O2 in order to get the speed advantage. This may be surprisingly expensive if you are somewhere that you need to have it filled. If built in O2 there is a weight penalty and a recurrent inspection which can be very costlyshould the bottle needs replacement. In the end as others have said buy the best example that you can afford and include a few thousand for the unexpected first year issues. Finally pay now or pay latter for deferred maintenance, Avionics and engine time. Your call.

One small point that might enter into the equation is ADSB out. I did not see if the OP has addressed that issue. With that said the suggestion of a 400W might make sense for the ADSB position requirements. Alternatively a transponder based solution with Wass GPS or maybe another less expensive alternative would negate that need. In my own case that WASS position/ADSB is what drove me to the GTN625.

Recently I replaced the KLN94 in my Eagle with a Garmin GTN but the KLN94 was for me a great GPS. It was IFR certified for Approaches and enroute. I found the database updates reasonable in that once purchased you did not need to use them monthly which saved $’s if I did not need to fly with a current database and verified the data it less expensive than the GTN. In terms of the actual database updates there are several methods but the best I found was with the Sandisk reader and Wingman. If you are using that reader it MUST be the BK version as the standard reader will corrupt your card. Best to purchase one with a data card so you know it is the BK version. I don’t recall if it is marked differently or not but I don’t think it was. I think BK simply changed the firmware on the standard Sandisk reader. Hopefully this helps. Oh I think you need something other than Windows 10 to use the Sandisk. This is dated but maybe Lance can still help you out. For Sale: KLN94 Database Updates $50 LANCECASPER posted a topic in Avionics / Parts Classifieds ...I will e-mail back your new Database which you can load through your serial cable or usbSandisk card reader. If you do not have the serial cable or usbsandisk, mail me the data card, plus an extra $6 for return USPS Priority mail. I will load the new database and send it back to you within one... March 31, 2014 4 replies

Since the “new” plane has yet to be identified and probably won’t be for several years, it’s panel is completely unknown. You might not want/need anything from your C. At the same time you are interested in the IFD440 but are concerned about over investing in your current panel. So consider just the 440 for now which can be easily transferred to the future A/C or sold and replaced with another Garmin for the current C. That then gives you three years of usefulness and flexibility. Don’t even think about saving wiring as there will undoubtedly be changes to what is needed for the future A/C. and the cost of removal and installation can easily exceed the cost of the equipment. Alternatively keep the 430W and add a 210 for connectivity and IPad integration with Garmin Pilot or Foreflight. Gets you most of what you might want from the IFD440.

You also gain the R’s 100-102 fuel capacity as per the STC assuming you download the Mooney letter.

Simpson- “If you build it they will come”! Even Garmin has figured this out as they have a Mooney from this list ready to start their Garmin 500 autopilot STC mid July.

Keep in mind shops are in business to remain in business. Essentially that means that they will suggest everything that will keep them in business. That is not to say that certain items should not be replaced but if they are safety items the annual will not be signed off vs suggested items that may not be necessary but certainly add to the bill. You might look at Mike Busche’s web site who acts on behalf of an owner with the shop to determine what is or is not really required to be overhauled or replaced. As an example the shop might recommend a top overhaul and Mike might recommend only the cylinder in question be replaced. In terms of the Mag inspection it might be preferential to do one mag this year and one next year. One runs the risk of having an issue when both are done simultaneously. Lastly I don’t know how many hours you have flown since the prebuy but you might want to review the “list” with the shop that did the prebuy for their input. Remember at the end of the day the most reputable shops regardless of their best intentions are still in business to stay in business.

Please Send to Barry LeBlanc the name of your shop as well as your contact info. so that he can include you on the list. There is a disconnect between the PO’s and the shops submitting them. By letting Barry know he can follow up and be sure the PO is counted. Still short as of this week.

Anomoly Solved! In reading the Garmin GTN 625/635/650 Pilots Gide I found the following under 6.5 “Approaches with Procedure Turns:” The procedure turn is stored as one of the legs of the approach. For this reason, the GTN 6xx unit requires no special operations from the pilot- other than flying the procedure itself- beyond what is required for any type of approach. Roll (GPSS) Steering is provided to aircraft with compatible autopilots. Note: The steering provided for the procedure turn does not guarantee that the aircraft will stay within charted procedure boundaries. As such the crew will need to ensure that the approach is flown within the confines of the charted procedure. Thus it is clear that Garmin anticipates that the guidance for the procedure turn provided may at times be incorrect relative to the charted procedure. Furthermore Garmin expects that the pilot will take over from the autopilot and ignore the guidance to keep the aircraft within the charted and protected airspace. Guess we are back to monitoring the approach like all good Pilots should do!