Jesse
In my case I am woefully short of panel space so going remote is the only option with the added advantage that I can put it in a more favourable location from a C of G point of view.
As for the GTN with the new long 8.33 frequently numbers it I’d much easer to put the numbers in to the screen than twist two knobs when reading back the frequency and it is much the same with the transponder code.
Velar wrote:
Any idea how much the remote transponder comes in at? The TT31 seems very attractive but I suspect any Garmin Mode S equipment will be upwards of £3k?
Not sure if I understand you correct. A garmin GTX-330 panel mount transponder will be more expensive then TT-31 and doesn’t give you ADS-B. The GTX-33 remote transponder is more expensive then the GTX-330 and doesn’t do ADS-B as standard either.
Do note the GTX-33 can only be controlled by a GTN series for panel mount navigators. The GNS serie’s can not control this remote transponder. The Trig TT-31 would be the best price / quality you will be able to get.
A_and_C wrote:
Garmin GTN650 for NAV/COM #1 with the remote Garmin mode S transponder.
I don’t understand the remote mode S transponder. Unless you need the panel space? These are more expensive. The regular GTX-330 can also be remote controlled if desired and is more economical.
Velar wrote:
The Aspen idea is great. I think I shall have to keep the vacuum AI as it would appear this is the only instrument that will drive my KAP150?
You can also get a solid state autopilot adapter, which will couple the Aspen AHRS to the autopilot. However you will need a second AI anyway (when using EFD1000 for IFR) you would be better of keeping your excisting one, which also drives the autopilot.
The KN62 & 64 are panel mounted units that can be tuned from the front of the unit or remotely controlled from most modern NAV/COM units, the 62 is the high power TSOed version.
The KN63 is a remote version of the 62 it can only be tuned by a NAV/ COM and is controlled by the remote display unit that will lock it to Nav1, Nav 2 or hold the selected frequency.
My usual test of DME performance is flying northbound over the Wales at FL60 towards the Isle of Man, normal lock on range with the KN64 is about 95NM and the KN62 about 125NM.
I have owned five of these units and I have never had one go wrong in twenty years ( my KN63 is about to go into my latest Avionic upgrade )
I shall also lose the DME when the KNS80 is discarded, thus I shall have to find a KN64 or similar. What’s the difference between a KN62,63 and 64?
The Aspen idea is great. I think I shall have to keep the vacuum AI as it would appear this is the only instrument that will drive my KAP150? I expect I shall replace the turn co-ordinator by relocating the AI here.
Thanks everyone for your considered inputs. All very useful stuff. I largely agree with A and C, but as Peter says there are no problems with my KX155s so I shall keep one rather than buy a GTX, but buy a GNS as you suggest to have 8.33 capability. Any idea how much the remote transponder comes in at? The TT31 seems very attractive but I suspect any Garmin Mode S equipment will be upwards of £3k?
A and C your point about DME should have been in capital letters and bold print. I lost two friends only 5 months ago in the UK to a CFIT accident. I, and some sources closer to the investigation, are convinced he was using the Garmin 530 GPS distance to the off-airport Nav aid rather than the ILS associated DME at the runway threshold as he turned inbound on the final approach track, and descended too early in IMC over high ground with catastrophic results.
My primary flying activity is on medium jets. It terrifies me how the industry has trained its new pilots over the last few years to use FMC/FMS and map display fixes to determine distance. I confess I am (somewhat proudly) a Luddite and lost without the reassurance of DME.
Without spending too much money………
Aspen and move the vac AI to the hole that the ADF indicator was in should sort the AI redundancy and indication issues.
Garmin GTN650 for NAV/COM #1 with the remote Garmin mode S transponder.
The Garmin GTX NAV/ COM for #2.
Look in the USA for a second hand DME, the Americans are discarding then for full glass upgrades and top of the range units are to be had at rock bottom prices ( I paid £ 1200 for a KN63 and £200 for NAVCOM ltd for a form 1 inspection ).
DME is vital in Europe and this who think you can substitute GPS position are heading for a human factors CFIT.
Keep the ADF, the KR87 is the best ADF in town and it is vital as a back up when the other systems quit and is required for some IFR approaches, the fact that ADF info it can be displayed on the Aspen will make it more usable. ( if your ADF has the option super-flag all the better).
Flyer59 wrote:
used GTX328 transponder
Not suiteable, Can be used upto 15.000 Ft / 175 Kts.
RobertL18C wrote:
The 430W should provide .833 and run the HSI in both VOR and GPS mode, but this would need checking.
This is correct.
The GTX-328 suggest by someone is NOT a good option, as it is not certified for the ceiling of your aircraft, AND it can not be modified for ADS-B should this become a requirement in the future.
I did not know that, sorry, I had it in the Warrior (before I upgraded to the 330 there aswell, but only because I got the upgrade for free* back then) … which of course has a lower ceiling
*After installation of the GTX328 which was NEW back then I complained about the OAT shown beeing off by 4 degrees. And when they could not imprive that they gave me a GTX330.
Velar wrote:
So what would you upgrade to? G3X? G430/530? GTX330?
G3X is only for uncertified aircraft, so would not be an option. A GNS 430(W) and GNS 530(W) are no longer new in production. The units are quite good, and therefor populair. Prices remain quite high on these. Some of these (older) units are no longer supported by Garmin. If you’re budget allows a Garmin GTN might be more suiteable for the long run. The Garmin GTX-330 is quite expensive, and doesn’t offer ADS-B as standard. The Trig TT-31 will give you ADS-B out as standard (with a suitable GPS) and will be more affordable. Would recommend Trig TT-31.
The GTX-328 suggest by someone is NOT a good option, as it is not certified for the ceiling of your aircraft, AND it can not be modified for ADS-B should this become a requirement in the future.
Your KNS currently holds the DME. If you bin the KNS, you might consider a DME, as they are still used in approaches. You might also consider holding the KNS and have the display renewed, or the unit exchanged. They get removed every now and then so should be possible to find you a good used KNS.
The Aspen EFD1000 can be a good solution as well. You would then have an electrical horizon as well, adds GPSS capability to a suitable GPS, and gives you an RMI for your ADF as well. It will work with your autopilot, excisting equipement, and new Garmin GNS / GTN equipment as well as your current ADF. You would loose some weight as well.
I would bin the KNS80, install Mode S, and bin the stormscope which is obviously defective (they do work very well and indicate some stuff on every flight with any wx anywhere around).
If the ADF works, leave it, otherwise bin it. The fixed card is the ultimate IR test puzzle for sorting men from goats 
The KCS55 slaved compass system is normally very reliable and in any case the components can be found on US Ebay very cheaply and replaced easily – “off the books” of course because you won’t get an EASA-1 form 
The only recalibration is needed if you change the KMT102 fluxgate or the KA51/52 slaving switch.
Your radios and the GPS are fine. I fly everywhere with KX155A/165A and a KLN94/KMD550. It is however really nice to have a bigger display of the route so maybe spend some money on that. For IFR in the Eurocontrol system it’s really great to see the route ahead. Some people here will laugh at this but it’s what I fly with and it’s super
If you already have a DME (you don’t actually say that) then definitely keep that. It’s required for many approaches and is a useful backup anyway.
