Yes, in list price values. Obviously the cost of rectification was far less than 100k; the margins on avionics from factory to list (end user) are pretty big. If the stuff was billed back to say Honeywell then the gross margin is ~90% e.g. a GTX330 costs only about $300 to make.
I gave them a hard time during those 2 years because I knew that once the warranty ends I will be left high and dry. That in turn resulted in me getting not getting co-operation on later matters. This is how this business works, which is one reason why most owners of new (in-warranty) stuff keep their mouth shut – they need to preserve their dealer relationship. I never had a functioning “dealer relationship” so was free to document it all 
The dealer (Air Touring) went bust after a few years anyway. Of course the other reason owners keep quiet is because they want to preserve sale value later; this doesn’t worry me because a) I don’t plan to sell; b) I will go public with my problems if it helps others.
Fantastic endorsement of tb20 congratulations
But 100k warranty bill for avoidance of assumption do you mean Socata had to fund repairs totalling 100k ?
Probably in a few years’ time.
I am still good for 22 (touch wood) just renewed my Honeywell subscription :-)
They want 5Hz. I am 100% sure this is BS
Wondering if this is the full story as ARINC 424 moved to more path and terminators (23) which were unavailable at the KLN conception period ARINC Specification 424-13. E.g radius to fix if I am correct?
The KLN94 outputs GPS data at 1Hz, and the roll steering converter makers (both DAC and Sandel) claim that this is too slow to deliver usable analog roll steering. They want 5Hz. I am 100% sure this is BS; they are just too lazy to do even the most basic curve fitting to the data. GA avionics is just short of any talent; the Apollo people left in 1972. I have already built, just for fun, a converter from KLN94 (or any GPS) to WAAS-grade ARINC429 position data, and could easily produce a heading-bug-emulating roll steering converter the same way.
Avionics installs are easier today because almost every job is Garmin and Garmin and you just follow the IM diagrams, and everything else is either not connected or has been ripped out
A&C – exactly my view. Just cancelled a long flight today and entirely due to aircraft performance (ceiling).
The KLN boxes will be dead one day so one will need to change then. Probably in a few years’ time.
It does have ARINC429 roll steering input So it’s KLN that does not provide GPSS? is that hardware module missing? or software? I did read about in MooneySpace that the older KLN90 does it but KLN89 does not, so they get G5 to do it
I have a KLN90B with SN3500 I have turn anticipation no real GPSS with ARINC from KLN90B coupled to CENTURY 41 through sandel. Flies LNAV beautiful with GA mode in case of missed.
The SN3500 can do GPSS software enabled with a WAAS unit. WAAS I believe has a an extended path and terminator data set which can be translated in enhanced GPSS steering signals
Peter
Avionics installations are getting less onerous as the kit improves, my feeling is the kit in your aircraft is good enough to continue with just the GPS being upgraded to WAAS to get you full precision approach capability.
Just putting in 2x G5’s to drive a Garmin autopilot gives very little advantage over what you have presently installed.
To go to the next level you would need to ditch all the mechanical stuff and go G500txi and present all the aircraft gauges on the screen along with the Garmin autopilot………….. it would look good and be reliable but give you very little extra in terms of mission capability and cost a fortune.
What might be worth considering if you go for a GTN760/650 is a datalink for weather.
It does have ARINC429 roll steering input
So it’s KLN that does not provide GPSS? is that hardware module missing? or software?
I did read about in MooneySpace that the new KLN90 does it but older KLN89 does not, so they get G5 to do it
I bet you the G5 does have to be in primary field of view.
The KFC225 system is
)It is quite manageable really… and it flies very well. It does have ARINC429 roll steering input but it’s better to use analog because, with a good system config, you can fly ILS or LPV and it sees no difference; it sees both as ILS (AFAIK this is possible only via a SN3500 with the roll steering option). Various previous threads on this aspect.
Constant IAS is not specially better than the PIT mode.
Peter wrote:
I would never install a GFC500; it is one of these and it is amazing that probably 99% of people who install it don’t know that.
Not sure they care! :) If the GPS has failed you’d have to use heading and VSI to follow the FAT. And it is even funnier at EGKA where you have only RNP approaches. :)
Peter wrote:
b) any "GFC needs a G5 so the 2 x SN3500 would need to be ripped out, and then you are looking at a mother of an avionics job.
If you install an extra G5 somewhere in the corner, you don’t care, right? I don’t remember it saying that the G5 has to be in the primary field of vision. :)
But on a serious note, I think if the KFC225 fails some time after you’ve installed GTN, then the choice is between: buying another KFC225 or using the same amount of money to buy GFC500 + G5 and get the Continous Descend (VNAV feature that works on GFC) and FL CH as in climb/descend at constant IAS.
I would never install a GFC500; it is one of these and it is amazing that probably 99% of people who install it don’t know that. The GFC600 is OK in this respect but a) no TB STC and b) any "GFC needs a G5 so the 2 x SN3500 would need to be ripped out, and then you are looking at a mother of an avionics job.
Yes the KI256 is a weak link but there are solutions which can be implemented as an isolated standalone job.
