Sean B. N5935V-1977 Piper Arrow III Gresham, OR
Feedback from Mr. Sean B.: ” Bob, you are an immense support in my process of getting my Arrow updated. I definitely recognize your value! I should have your name stenciled on my airplane!”
Prepared by: Bob Hart May 23, 2019
Overview: Mr. B. is a Private Pilot with about 250 flight hours. Many of these hours included training towards an IFR and Commercial rating. Getting an IFR ticket is part of the plan. With IFR ticket in hand, his flying will be primarily recreational and IFR will generally be avoided where possible and personal minimums will be conservative.
Sean just purchased the 1977 Arrow in the last few months. The aircraft has sat for the last 15 years. The engine has about 200 Hours since 2005 and a recent top overhaul was just done. Sean is aware of the issues with an aircraft that has not flown in many years and has addressed most of these. He has $85K invested in the aircraft and plans to own it for “more than five years”.
The existing avionics are a mix of original (from 1977) and late 1980’s upgrades. The KMA-20 audio panel and the KT-76 are likely original. The KX-155, KR-87 and KN-62 were likely added in the 80’s and the GNC-300XL GPS/Com added after 1998. The aircraft also has a Piper Autocontrol IIIB autopilot with Heading bug. Let’s evaluate what is currently installed in N593XX
King KMA-20 Audio Panel with NAT Intercom. The KMA-20 is 1960’s technology and is very basic by today’s standards. They are still reasonably reliable which is why you still see many still installed in Legacy aircraft. The are cheap to replace (SV @ $ 300-400) but repair makes no sense. The NAT intercom is a high-quality unit. These could remain for now but will need attention at some point. Frankly, most aircraft owners will replace these when doing a panel upgrade. We will discuss options.
Garmin GNC-300XL IFR GPS/Comm installed VFR only. The GNC-300XL was introduced by Garmin in 1998. It was still a viable unit up until 5 years ago when display failures became an issue. Garmin supports the unit now, but no replacement displays are available. Sadly, the 300XL was a good GPS for light IFR flying but new technology has taken over even though it still “meets” the mission. We will discuss alternatives.
Bendix King KX-155 G/S Navcom with KI-209 CDI. BK introduced the KX-155 in 1984. Is the most popular navcom of all time and dominant between 1985 and the early 2000’s. Display issues have always been a problem for the KX-155 and the other “Silver Crown” avionics. A replacement was about $400 and something that needed to be done every once and a while but … this option no longer exists. Today, a display failure requires an LED conversion kit (about $1600) but most radios coming out of this conversion require additional repair (leaking capacitors is common) and the final bill closer to $2500. Your KX-155 is likely 25-30 years old. Spending $2500 on this radio which is also basic by today’s standards makes little sense to me. We will discuss options.
King KT-76 Mode A/C transponder. This is very old, cavity tube technology and has no future. We will explore options as it relates to ADS-B.
Bendix King KR-87 ADF System with KI-227 and KA-44B Antenna. ADF approaches and navigation are also 50 years old and no longer viable or desirable. I would remove this but note, there will be a small cost to do it right. The KA-44B belly antenna should be removed and the relatively large hold patched. Removing the antenna is optional but the right thing to do.
Bendix King KN-62 DME. This is a good DME with a bad lens. DME will play a very small role in IFR once an IFR GPS is installed. However, some pilots are keeping them when doing an install. Unfortunately, the Lens is about $100 but you can replace it yourself. Keeping it is certainly optional.
NorthStar M1 Loran. These were a great thing to have in the airplane in the 80’s and 90’s for long range navigation. GPS had not yet caught up to general aviation.
No longer viable and should be removed along with the antenna. The antenna is likely that rod antenna above the cockpit.
Electronics International EAC-1 CHT/EGT/OAT with 6 Channel switch. While not as functional as a unit than scans automatically, the EAC-1 is better than nothing or a single channel option. It lacks the software that can help you lean correctly but with the probes already installed will allow you to upgrade more affordably than starting from scratch. We will explore an upgrade.
Piper AutoControl IIIB single axis Autopilot w/ Heading Bug DG/ Tracking.
The AutoControl IIIB was introduced in 1973 as an improvement to the III. It’s a pretty good autopilot provided it has been maintained. It uses the aircraft’s vacuum attitude gyro as the position sensor, so the system is reliant of a good working AI. Keep an eye on that! It’s 42 years old and basic by today’s standards and may do the job for a while. TruTrak and Trio offer very sophisticated two-axis options that can be installed for less than $10K. Neither company has an STC for the Arrow currently.
iPAD with Foreflight. This is becoming “standard” equipment in legacy aircraft and an affordable way (vs. an MFD or EFIS) to display ADS-B IN Traffic and WX. It’s also an excellent back-up nav source. This is good to have and will likely be the ADS-B display in your Arrow!
This is what is currently installed in N5935V.
What Avionics should you have to Fly
Light IFR Safely?
In my opinion, to fly Light IFR you need a capable Pilot and …
(in the order of Priority)
• Dual comms and dual Nav sources (VOR, ILS, GPS*)
*IFR GPS has become a standard IFR navigation tool
• An Audio Panel with Markers and an intercom (required with 2 radios)
• A Mode S ES ADS-B Compliant Transponder (WAAS is required)
Or … A Universal Access Transceiver/Transmitter (UAT)
• ADS-B IN WX and Traffic (traffic is most important!)
• A Basic Autopilot
• Enhanced Engine monitoring (beyond factory basics)
• A 406MHz ELT (recommended in Terrain)
N593XX has …
An old audio panel and intercom that can use updating.
A Primary Navcom with Glideslope with an expensive repair liability pending.
An outdated VFR (installed) GPS/Com. This could serve as the #2 comm and back-up GPS?
An outdated Mode A/C transponder and no ADS-B Solution.
Enhanced but basic manual EGT/CHT.
A basic autopilot.
An ELT but is it a 406 MHz?
N59XXV Needs …
- An updated Audio Panel
- An IFR GPS
- A reliable back-up comm
- A Mode S ES transponder or Mode A/C unit with UAT for ADS-B
- Enhanced Engine Management
- A 406 ELT if not already installed
I recommend PS Engineering! They are responsible for inventing the integrated audio panel and are responsible for all the new features we see in audio panels today. They are rock-solid reliable and actually a few dollars less than an equivalent Garmin model. You can spend up to $2500 for top of the line but the needs of a light IFR pilot can be met in a more moderate price-point. Here’s the three models from PS Engineering that I recommend for Light IFR:
PMA6000B. The 6000B (@ $995 retail) is entry level into audio control from PS ENG. It has all the switching required, a good quality mono intercom and markers for an ILS approach. It will require about 18-20 hours so installed, about $2800.
Here’s the Link: http://www.ps-engineering.com/pma6000b.shtml
PMA7000BT. The 7000BT (@ $1395 retail) adds a stereo intercom (music) and Auto squelch and Bluetooth. You set the squelch once and it adjusts to the ambient noise level in the aircraft automatically. Bluetooth allows wireless music interface and full wireless cell-phone capability. The 7000BT will require about 18-20 hours so about $3300 installed. Here’s the link:
http://www.ps-engineering.com/pma7000b.shtml
PMA8000BT. The 8000BT (@ $ $1495) adds a lot of additional features like Monitor Mode which allows you to monitor the back-up radio simultaneously at a lower volume level. You can check ATIS without leaving ATC. The 8000BT also has a built-in digital recorder that records all communications including ATC clearances and allows you to play back with the push of a button. The 8000BT will also require 18-20 hours so about $ 3500 installed. Here’s the link:
http://ps-engineering.com/pma8000b.shtml
Used options: There isn’t much. I’m always looking at ways to save a legacy owner money on an upgrade. This is not the place to do it when you can buy new @ $995 and have a two-year warranty.
IFR GPS Options
The Garmin GNS-430/530 series changed the IFR GPS market. The integrated navigator with Comm, VOR/ILS and IFR GPS made a lot of sense for pilots flying light to medium IFR and in need of upgrading their primary navcom at the same time. I believe that factory support for these units (the 430W/530W) will be discontinued within the next five years so I’m not recommending a new installation of the 430W anymore. A used 430W ($6000) with SV (used/certified) CDI and labor is still in the $11-12,000 price range installed. Once Garmin announces the end of support (they just cancelled the GNS-480 effective June 30) then your 430W value will plummet. When it fails with no repair support, you’ll get to throw it away! For perspective, the GTN-650 or Avidyne IFD440 with Comm, VOR/ILS and WAAS GPS are about $17,000 installed. Garmin’s GPS only unit (The GTN-625) is about $14K installed. The good news is that Garmin just announced two new affordable IFR WAAS GPS units. The GPS175 and GNX 375, the later with built in ADS-B In and Out. I think N5935V is an excellent candidate for the GNX 375.
Garmin GPS175 WAAS IFR GPS about $4300 plus Installation
The GPS175 is a GPS only unit with WAAS GPS and Touchscreen operating system and Bluetooth. Garmin designed this to be compatible with some “legacy” CDI’s so you can buy a compatible CDI for as little as $900 to go with this unit. Installation will be about 30-35 hours so the GPS-175 installed will be about $9000 installed with a SV CDI, about $10,200 with a new Garmin GI-106B CDI.
Here’s the link: https://buy.garmin.com/en-US/US/p/577202/
The Garmin GNX 375 does what the 175 does but adds built-in Certified ADS-B In and Out and should retail in the $7500 range. ADS-B can be displayed on the face of the 375 or wirelessly sent to your iPAD thanks to built-in “Connectivity”. You can buy a SV KI-209 CDI, just like the one you have with your KX-155 and have matching CDI’s for under $1000 from a reliable source. Then, you’ll have WAAS IFR GPS and ADS-B In and Out installed for about @ $13,000.
Here’s the Link: https://buy.garmin.com/en-US/US/p/577174
So, we have a new, modern audio panel, new IFR WAAS IFR GPS and ADS-B In and out. We need to address the KX-155 Navcom issues and provide a back-up comm. Let’s talk about the KX-155.
KX-155/TKM MX155
As mentioned above, the KX-155 display is an issue. Your KX-155 is likely 25-30 years old and the design has not changed since it’s introduction in 1984. Would you spent $2500 to keep it running or would your money be better spent upgrading to modern technology. I would vote for the later.
TKM MX155 Digital Navcom with “Touchpoints” New @ $4000
You might be surprised to know that the TKM MX155 was my idea! TKM has been making slide-in radio solutions since 1984.
In 2015, a new owner bought TKM and I contacted him in support of the product.
TKM replacement radios are aircraft owner installed. They are direct slide-in units that only require the owner to do a logbook entry. As a result, avionics shops (who can’t make any money on TKM products) have always sold against them and even labeled them as junk. I sold hundreds between 1997 and 2012 and knew them as a good product and excellent value. I contacted the new owner and offered to do an article in support of the product and in that discussion, recommended that TKM consider making a slide-in replacement for the “tired” KX-155. The MX155 was born! You can stick with your KX-155 until the display fails and at that time, I would recommend the MX155. Your total cost will be about $4000. The MX155 is a modern, digital radio software driven and upgradable and should be available in the next 2-3 months. Here’s the link:
Back-up Comm
You could keep the existing GNC-300XL and use that as your back-up comm and as a back-up GPS? You need a second comm and the one in the 300XL is a good one. You won’t need a back-up GPS. The iPAD with Foreflight serves fine in that role. Or, you could remove the 300XL and install a new comm. Here’s the options on a new comm:
ICOM IC-A220T (TSO) Comm New @ $ 2500 Installed
ICOM has been best known for their portable comms and navcoms but they have offered a very good panel mount comm for several years. I was included in a panel discussion when they were redesigning their original IC-A110. The A-220 has most of the modern features you see in more expensive models. The IC-A220 also offers a built-in two place intercom. This could work but only if you choose to have a single comm. Installation about 10 hours. Here’s the Link: http://www.icomamerica.com/en/products/avionics/panelmount/a220/default.aspx
Trig TY96A Comm New @ $ 2700 Installed
Trig is an up and coming avionics manufacturer from Europe. They had the first Certified Mode S ES ADS-B solution in the world. The TY96 is a jump up in features from the ICOM including a “say again” feature that allows you to replay ATC transmissions. The TY96 also allows you to store 200 airport frequencies and Identifiers into the radio via a USB port. The unit has a built-in two place intercom but my experience with these from other manufacturers has not been positive.
Changing squelch settings on the intercom (as ambient noise levels change) has been clumsy vs. a simple knob found on dedicated intercoms? The TY96 may be better? (installation should be about 10 hours)
Here’s the Link: https://trig-avionics.com/product/stack-radio/
Garmin GTR-225 Comm New @ $3000 Installed
As you might expect, Garmin is the more expensive option but, the TY96 beats it in some features. Garmin lacks the “say again” feature and the USB frequency option in the Trig. Unless you are hung up on having Garmin in your aircraft, I would save the $300-500. Here’s the link:
https://buy.garmin.com/en-US/US/p/95158
Of the three options, I think the TRIG TY96 is the most bang for the buck.
Engine Instrumentation-EDM-730
Another consideration for an aircraft being flown in IFR, even light IFR is the condition of your engine. Pilots in clouds need to know the condition of their engine NOW! The simple engine instruments provided by the aircraft manufacturer don’t give you enough tools to know this. 20 years ago, we had relatively simple graphic digital engine analyzers that monitored CHT and EGT and a few additional parameters. Today we have full-blown engine management systems with primary certification that can monitor everything going on in a GA aircraft engine. These are generally for the more serious IFR crowd. On the other side, your existing EI CHT and EGT, as I mentioned, requires you to actively search through the cylinders looking for issues and it does not provide enough information to safely lean the engine.
There are lots of options but the needs of a light IFR pilot are just a notch above basic. For aircraft owners with no enhanced engine information, I frequently suggest the JPI EDM-730. Your existing EGT/CHT probes are not compatible.
The JP Instruments EDM-730-6 @ $ 2200 plus install (24 hrs.) or $4600
The EDM-730 monitors CHT and EGT on all cylinders (and a few optional parameters) and is an excellent leaning tool. You can add fuel flow to the EDM-730 for $400 additional. In addition to monitoring CHT and EGT, fuel flow can tell you a lot about what is going on with your engine and when interfaced to an IFR GPS (you can’t do this with your fuel flow), will provide helpful extrapolations like fuel needed to destination, fuel remaining at destination and a back-up to fuel level instruments etc.. A lot for an extra $400 plus labor and important info when flying IFR! Here’s the Link:
However, since you already have EI EGT and CHT probes in your aircraft, this may be a better option that can save on install time and probe costs.
Electronics International has two options that might make sense here. They both will save you money because you are utilizing the existing EI probes. The first is an engine analyzer, the second is engine management.
EI UBG-16-6 Engine Analyzer $1100 plus labor (with your Probes)
The UBG-16 is not the latest display technology but it’s a very capable “active” engine analyzer and will scan EGT and CHT on all cylinders and actively warn you if something changes in either parameters and has the software required to be an effective leaning tool. Leaning correctly saves you fuel. Leaning incorrectly can damage your engine. This unit can go in the pilot panel where the ADF indicator is now. This is an economical option but consistent with the needs of a light IFR pilot. The UBG-16 is an advisory unit and will be about $2200 installed.
Here’s the Link: http://www.chiefaircraft.com/ei-ubg-16-6.html
EI CGR-30P-6 Primary Engine Management System (Basic) $3200 plus install
The CGR-30P is a Primary instrument which means it is a legal replacement for some factory installed instruments. The CGR-30P Basic includes RPM (Arc Gauge), EGT/CHT Bar Graph, Fuel Remaining, Fuel Used, GPS/Fuel Flow Data, Eng Time and Tach Time. In addition, you chose four additional functions that are primary and can replace factory instruments (probes/sensors are included). The options include: Oil P, Oil T, Fuel Flow1, Fuel Pressure, Right Fuel Level, Left Fuel Level, Aux Fuel Level, TIT, Vac, Volts and Carbon Monoxide Detector2. The CGR-30P is a very capable, Primary engine management system. Total installed price with your probes is still in the $5200 range and may therefore be more than you can justify however for $600 more than the JPI 730, it’s a significant upgrade. Here’s the link:
http://www.chiefaircraft.com/ei-cgr-30p-6-b.html
EI CGR-30P-6 Primary Engine Management System (Premium) $3800 plus
The CGR-30P Premium adds Manifold Pressure and some additional features. Having RPM and MP next to each other on the instrument is desirable in the Arrow but we now jump up to an installed price in the $6000 range.
Here’s the Link:
http://www.chiefaircraft.com/ei-cgr-30p-6-p.html
406 MHz ELT
Upgrading your 121.5/243MHz ELT (likely on board) is not mandatory now but it will be in a few years. The FAA/FCC has banned the sale of the original 121.5/243 MHz ELT’s sometime this year.
Where mountainous terrain or extended over-water flying is common, the investment in a 406 ELT is recommended. The Artex Model 345 ELT transmits your exact position and allows search and rescue to simply go pick you up. Old 121.5/406 ELT’s can require hours even days before you are located. The Artex 345 is under $550 and about $1700 installed. Yes, it can be considered a luxury until you need it!
Here’s the Link:
https://www.aircraftspruce.com/pages/st/manu_artex/artex11-13989.php
Garmin G5 Attitude Indicator @ $2549 including Antenna plus installation
G5 Horizontal Situation Indicator @ $2995 with GAD-29B plus.
The G5 AI is designed to replace a vacuum AI and requires a GPS antenna or WAAS GPS signal from an external source. It is not a compatible position sensor for your Piper AutoControl IIIB autopilot so the existing AI must remain and so does your vacuum system. The G5 HSI can interface to the GNX 375 GPS and it will provide tracking information to your IIIB but, it will not interface to your KX-155. It may interface to the New TKM MX155 because it is a digital unit, but that compatibility is not yet confirmed. Installation of dual G5’s should be in the $8000 Range. Here’s the link:
https://buy.garmin.com/en-US/US/p/570665
The G5’s are nice but I don’t think it makes sense in this application. The goal for most owners installing G5’s is to remove the vacuum system. You can’t do that here without updating your autopilot and that does not make sense unless you plan to keep the Arrow forever or except a significant loss when you sell.
Aspen EFD1000 Pro PFD @ $11,000 w/ EA-100 Adapter plus install
While the G5’s are not compatible with your AutoControl IIIB, the Aspen EFD1000 with EA-100 Autopilot adapter is. It is a more expensive option than the G5’s but it is compatible with your autopilot and your KX-155 navcom. Synthetic Vision is available as an option although Aspen is currently offering this for free.
I would expect an installed price in the $14K range. This is a consideration for Phase Two. Here’s the Link:
https://aspenavionics.com/products/general-aviation/evolution-1000
That’s all the Avionics or pieces of the panel puzzle that we need to know about to
put together an avionics panel that will be safe for Light IFR. Your goal is to do it in two phases.
Phase One: Audio Panel, IFR GPS and New Back-Up Comm ($25K budget)
- PS ENG PMA8000BT/Installed $ 3,500
- Garmin GNX 375 WAAS GPS-ADS-B In/Out
With SV KI-209 CDI/Installed $13,000
- Trig TY96A Comm would be Comm #1 * $ 2,700
- KX-155 G/S would remain as #2 Nav and Com $ 00
- EI CGR-30P Basic Engine Management $ 5,200
________________________________________
Phase One estimated total $24,400
* The GNC-300XL could remain as the #2 Comm and as a back-up GPS but the comm functions in the 300XL and the KX-155 are basic. The Trig TY-96 gives you modern features and is still within the budget.
Phase Two: Upgrade the KX-155 and Add EFIS PDF with HSI
- Aspen EFD1000 PRO PFD with EA-100/Installed $14,000
- TKM MX155 Slide-In replacement for KX-155 $ 4,000
________________________________________
Phase Two estimated total $18,000
Note to expect some misc. parts in the final bill.
Conclusion
Garmin’s new GPS options offer significant features and savings vs. their previous models however they require the right “situation” to fit in. The aircraft needs to have a good Navcom with Glideslope and for the GNX 375, neither ADS-B In or Out currently installed. N5935V fits this situation!
Often, to meet a client’s budget, compromises are required and often some used equipment is required. Your $45,000 budget allows you to check off all the boxes and utilize all new equipment. This would not have been possible two months ago.
Garmin’s new GNX 375 makes it possible.
So, you have a “state of the art” Audio panel, Latest IFR GPS, Mode S ES Transponder is built into the GNX and with internal connectivity, you’ll be able to load flightplans into you iPAD at home and wirelessly transfer into the GNX at the airport. Mode S allows you to venture outside the US into Canada. The TRIG TY-96A comm is also “state of the art” with great features and easy frequency storage. The EI CGR-30P Basic is a bit overkill for a light IFR platform but the UBG-16 is yesterdays technology and the difference between the JPI 730 and the CGR is just about $600 so I think, for that reason, it makes sense. I generally think that adding EFIS to a light IFR airplane is a luxury and with most of my client’s budgets, it’s not possible. The G5’s do not fit here but the Aspen EFD1000 does and it’s actually more capable than the G5’s. Updating the old KX-155 to the New MX155 just makes sense. Bottom line is you’ll have a very nicely equipped Arrow that will be very desirable at the point of sale.
One final thought? If you remove everything else, all this will fit into the center stack and the right-side avionics stack will be empty. The iPAD issue for many pilots is where to put it? I suggest you explore a mount that will allow the iPAD to be installed in that location? It won’t fit flush mounted but with the right mount, it could work.
Thanks for your Consideration!
Bob Hart
ADDENDUM 9/19: Since receiving my report, Sean has pursued a quotation from a well-known West-Coast Avionics shop and sent it to me for evaluation. Equipment prices were fair but the install labor hours showed, what I believed was about 60 extra hours @ $105 ($6300!). I consulted with another shop and they agreed the quote hours were excessive by 60 hours! He has since got a re-quote (with some changes) and that quote was acceptable. This is a part of my service.