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Upgrading PA-28RT IV

@speed I agree – with piston aircraft much better invest in top notch maintenance of airframe and power plant, including good quality hangarage!

Oxford (EGTK), United Kingdom

Thank you very much for your tips and replies.

I agree with most of you that upgrading to a costly glass panel is not worth if you are not flying IFR very often.
First thing I am suggesting is to check the 430 connection to the HSI. About the XPDR, C mode should be ok for flying in Spain. Overall in Europe, mode C and mode S will coexist for a couple of years.
8.33 reqs are ok with the 430.
About the GAMI injectors and JPI Engine Monitor I fully agree with you but with the current flight hours a year, it’s an important investment that would take years to cover.

Vacuum ADI and Gyro are old but still good enough if you are flying with iPad or similar for enhanced SA and nav b/up. At the end of the day, these a/c are not really IMC a/c and unless you are flying at night or through “soft” clouds, I don’t see myself flying in bad wx.

Regards

Don't get too slow
LECU, Spain

Pilot-H wrote:

As a practical issue, the Garmin transponders with number buttons are infinitely easier to use when switching (often multiple times) between squawk codes in flight.

It’s a question of getting used to it. I bought the Trigg over the Garmins at the time because it had ADSB-Out and was a lot cheaper. I’ve been very happy with it. the first two-three times using it were fiddly, then you get the idea and it is no problem.

LSZH(work) LSZF (GA base), Switzerland

When I was leasing aircraft to a flying club I removed a Garmin transponder from one aircraft and fitted Trig units to all the aircraft.

The move to a common transponder for all aircraft was welcomed , I too think the Garmin is a marginally superior unit to operate but the customer wish for a common unit across the fleet won the day.

The trig reliability was 100%, the cost reasonable and the customers liked it………. Under these circumstances I find it hard not to recommend the trig.

Last Edited by A_and_C at 12 Feb 22:20

Pilot-H wrote:

As a practical issue, the Garmin transponders with number buttons are infinitely easier to use when switching (often multiple times) between squawk codes in flight.

That was my first though, too, but my experience after using the TT31 for a few hundred hours is that it isn’t all that bad.

ESKC (Uppsala/Sundbro), Sweden

There is the Bendix KT74 which is a Trig TT31 but with buttons for each digit.

Nympsfield, United Kingdom

A_and_C wrote:

My advice would be to get the HSI connected to GNS 430 buy the PS Engineering audio panel with the 8.33 radio, a trig Transponder to satisfy the Mode S requirement

As a practical issue, the Garmin transponders with number buttons are infinitely easier to use when switching (often multiple times) between squawk codes in flight.

My advice would be to get the HSI connected to GNS 430 buy the PS Engineering audio panel with the 8.33 radio, a trig Transponder to satisfy the Mode S requirement ( linked to the GNS430 for ADS-B out ) and bin the old avionics ( unless he has a KN62/64 DME that is worth keeping )

That will for the minimum price give him good Radio navigation for VFR flight , two COMMS radios, top of the range intercom / audio and a mode S.

The last thing that would I consider is the latest Air Avionic traffic box with ADS-B in and FLARM that can be presented on the GNS 430.

Last Edited by A_and_C at 11 Feb 17:49

From my experience and upgrades in the past, as a fellow Arrow IV Turbo owner, I would suggest both upgrades to the Avionics and the engine.
There seems little point in having a Turbo if you are not gong to use its abilities i.e. Flying high above the muck.
For using airways, an upgrade/replacement of the 430 is almost essential. A 430*W* results in an almost new box with faster activity, as well as the 8.33. To be able to fly LPV approaches is quite quickly to become a sine qua non.
For Touring over any great distance, a simple Autopilot + Height Hold is almost necessary.
Even if you do nothing to the Avionics, I cannot over-recommend two Engine Improvements which have paid themselves back:
GamIjectors and
a JPI Engine Monitor.
With both of these, I have got the consumption down to 32 litres an hour @ 150 cruise. Every flight is saving me £’s.

Rochester, UK, United Kingdom

speed wrote:

standard six-pack with Bendix VHF, VOR/ILS, and Mode C Xpdr plus Garmin 430 with no connection to HSI.

It is quite difficult to say from only just this information. Some things are easy (and comparatively cheap) to do, others do not make sense.

You say he has to upgrade to Mode S. If he has a standard KT76A transponder (Bendix avionics?) then that is VERY easy and also quite cheap with a Trigg TT31 which is pin compatible to the 76A. Even if not, it is quite easy to upgrade.

8.33 he already has a GNS430, so that is already done. But why is it not connected to the HSI? In that case, I would see to change that, the GNS430 with 8.33 would have to be his primary nav and possibly his only one sooner or later, so connecting that with a pre-existing HSI would make some sense. Does he have an Autopilot?

If he wants a glass upgrade, I can recommend the Aspen EFD1000, particularly if he has an autopilot. The combination of a EFD1000 with a legacy AP and the pre-existing GNS430 is quite powerful as it allows flying GNS430 routes on the AP via GPSS which the Aspen provides. Also, given the current installation, an Aspen might also be connected to the GNS430 leaving the current NAV/COM/HSI in place as backup. If he does not have an AP, the Garmin G5 line are quite good too and cheaper.

Other than that, it really depends what he is doing and I agree with boscomantico that it may not make sense to do a huge upgrade if he only flies VFR.

LSZH(work) LSZF (GA base), Switzerland
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