Push-button simplicity puts complete, flexible audio control right at your fingertips with Honeywell's easy-to-use BendixKing KMA 24H system. The KMH 24H features separate alternate action push button and isolation amplifiers for speaker and headphones, integral intercom with hot mike, and voice (VOX) or keyed activation for up to 5 stations. Manual - Free download as PDF File (.pdf), Text File (.txt) or read online for free. Maintenance Manual KMA 20.
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!'
Preparedby: Bob Hart May23, 2019
This King KMA 20 Audio Control System makes the pilotS life a lot easier volume. Muted em have an This built that 'he other The King With Tho and Foot'S KING. 20 CONTROL is THE 2-1 RECEIVER on or KING KMA20Audiocontr01System KA uaHT KING Cabin COW.' SEA CON PERFOM'ANCESPECFCATIONS. Title: Microsoft Word - kma20 manual and flyer.doc Author. Other Combinations Of Features KMA 24 KMA24H KMA 24 with TEL and ADF 1 and 2 KMA 24H with 4 COMMs and 2 ADFs KMA 24 with HF and AUTO KMA 24H with 5 COMMs and 1 ADF KMA 24 with HF and ADF 1 and 2 Specifications TSO Compliance: Marker Beacon Receiver: TSO C35d, Class A KMA24—Env. A1D1/A/PKS/ XXXXXXZBAAA Audio Amplifier: TSO C50b.
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 fewmonths. The aircraft has sat for thelast 15 years. The engine has about 200Hours since 2005 and a recent top overhaul was just done. Sean is aware of the issues with an aircraftthat has not flown in many years and has addressed most of these. He has $85K invested in the aircraft andplans 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
KingKMA-20 Audio Panel with NAT Intercom. The KMA-20 is 1960's technology and is verybasic by today's standards. They arestill reasonably reliable which is why you still see many still installed inLegacy aircraft. The are cheap toreplace (SV @ $ 300-400) but repair makes no sense. The NAT intercom is a high-quality unit. These could remain for now but will needattention at some point. Frankly, mostaircraft owners will replace these when doing a panel upgrade. We will discuss options.
GarminGNC-300XL IFR GPS/Comm installed VFR only. The GNC-300XL was introduced by Garmin in1998. It was still a viable unit upuntil 5 years ago when display failures became an issue. Garmin supports the unit now, but no replacementdisplays are available. Sadly, the 300XLwas a good GPS for light IFR flying but new technology has taken over eventhough it still 'meets' the mission. Wewill discuss alternatives.
BendixKing 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 dominantbetween 1985 and the early 2000's. Display issues have always been a problem for the KX-155 and the other 'SilverCrown' avionics. A replacement was about$400 and something that needed to be done every once and a while but … thisoption no longer exists. Today, adisplay failure requires an LED conversion kit (about $1600) but most radioscoming out of this conversion require additional repair (leaking capacitors iscommon) 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 standardsmakes little sense to me. We willdiscuss options.
KingKT-76 Mode A/C transponder. Thisis very old, cavity tube technology and has no future. We will explore options as it relates toADS-B.
BendixKing KR-87 ADF System with KI-227 and KA-44B Antenna. ADF approaches and navigation are also 50years old and no longer viable or desirable. I would remove this but note, there will be a small cost to do itright. The KA-44B belly antenna shouldbe removed and the relatively large hold patched. Removing the antenna is optional but theright thing to do.
BendixKing KN-62 DME. Thisis a good DME with a bad lens. DME willplay a very small role in IFR once an IFR GPS is installed. However, some pilots are keeping them whendoing an install. Unfortunately, theLens is about $100 but you can replace it yourself. Keeping it is certainly optional.
NorthStarM1 Loran. These were agreat thing to have in the airplane in the 80's and 90's for long rangenavigation. GPS had not yet caught up togeneral aviation.
No longer viable and should be removed along withthe antenna. The antenna is likely thatrod antenna above the cockpit.
ElectronicsInternational EAC-1 CHT/EGT/OAT with 6 Channel switch. While not as functional as a unit than scansautomatically, the EAC-1 is better than nothing or a single channeloption. It lacks the software that canhelp you lean correctly but with the probes already installed will allow you toupgrade more affordably than starting from scratch. We will explore an upgrade.
PiperAutoControl IIIB single axis Autopilot w/ Heading Bug DG/ Tracking.
The AutoControl IIIB was introduced in 1973 as animprovement to the III. It's a prettygood autopilot provided it has been maintained. It uses the aircraft's vacuum attitude gyro as the position sensor, sothe system is reliant of a good working AI. Keep an eye on that! It's 42years old and basic by today's standards and may do the job for a while. TruTrak and Trio offer very sophisticated two-axisoptions 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.
Kma 20 Tso Manual
What Avionics should you have to Fly Light IFR Safely?
In my opinion, to flyLight IFR you need a capable Pilotand …
(in the order ofPriority)
• Dualcomms and dual Nav sources (VOR, ILS, GPS*)
*IFRGPS has become a standard IFR navigation tool
• An AudioPanel with Markers and an intercom (required with 2 radios)
• A ModeS ES ADS-B Compliant Transponder (WAAS is required)
Or … A Universal AccessTransceiver/Transmitter (UAT)
• ADS-BIN WX and Traffic (traffic is most important!)
• ABasic Autopilot
• EnhancedEngine monitoring(beyond factory basics)
• A 406MHzELT (recommended in Terrain)
N593XX has …
An old audio panel and intercom that can use updating. A Primary Navcom with Glideslope with anexpensive repair liability pending. Anoutdated VFR (installed)
GPS/Com. Thiscould serve as the #2 comm and back-up GPS?
An outdated Mode A/C transponder and no ADS-BSolution. Enhanced but basic manualEGT/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 withUAT for ADS-B
- Enhanced Engine Management
- A 406 ELT if not already installed
Irecommend PS Engineering! They areresponsible for inventing the integrated audio panel and are responsible for allthe new features we see in audio panels today. They are rock-solid reliable and actually a few dollars less than an equivalentGarmin model. You can spend up to $2500for top of the line but the needs of a light IFR pilot can be met in a moremoderate price-point. Here's the three modelsfrom 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 goodquality 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 squelchand Bluetooth. You set the squelch onceand it adjusts to the ambient noise level in the aircraft automatically. Bluetooth allows wireless music interface andfull wireless cell-phone capability. Maya 2019 – professional 3d modeling and animation tool. The 7000BT will require about 18-20 hoursso about $3300 installed. Here's the link:
PMA8000BT. The 8000BT (@ $ $1495) adds a lot of additional features like MonitorMode which allows you to monitor the back-up radio simultaneously at a lowervolume level. You can check ATIS withoutleaving ATC. The 8000BT also has a built-indigital recorder that records all communications including ATC clearances andallows you to play back with the push of a button. Pdf to image 3 3 19. The 8000BT will also require 18-20 hours soabout $ 3500 installed. Here's the link:
Usedoptions: There isn't much. I'm always looking at ways to save a legacyowner money on an upgrade. This is notthe place to do it when you can buy new @ $995 and have a two-year warranty.
IFRGPS Options
The Garmin GNS-430/530 series changed the IFR GPSmarket. The integrated navigator withComm, VOR/ILS and IFR GPS made a lot of sense for pilots flying light to mediumIFR and in need of upgrading their primary navcom at the same time. I believe that factory support for theseunits (the 430W/530W) will be discontinued within the next five years so I'mnot recommending a new installation of the 430W anymore. A used 430W ($6000) with SV (used/certified) CDIand labor is still in the $11-12,000 price range installed. Once Garmin announces the end of support (theyjust cancelled the GNS-480 effective June 30) then your 430W value will plummet. When it fails with no repair support, you'llget to throw it away! For perspective,the GTN-650 or Avidyne IFD440 with Comm, VOR/ILS and WAAS GPS are about $17,000installed. Garmin's GPS only unit (TheGTN-625) is about $14K installed. Thegood news is that Garmin just announced two new affordable IFR WAAS GPS units. The GPS175 and GNX 375, the later with builtin ADS-B In and Out. I think N5935V isan excellent candidate for the GNX 375.
GarminGPS175 WAAS IFR GPS about $4300 plus Installation
The GPS175 is a GPS only unit with WAAS GPS andTouchscreen operating system and Bluetooth. Garmin designed this to be compatible with some 'legacy' CDI's so youcan buy a compatible CDI for as little as $900 to go with this unit. Installation will be about 30-35 hours so theGPS-175 installed will be about $9000 installed with a SV CDI, about $10,200with a new Garmin GI-106B CDI.
Here's the link: https://buy.garmin.com/en-US/US/p/577202/
TheGarmin GNX 375 does what the 175 does but adds built-in Certified ADS-BIn and Out and should retail in the $7500 range. ADS-B can be displayed on theface of the 375 or wirelessly sent to your iPAD thanks to built-in'Connectivity'. You can buy a SV KI-209CDI, just like the one you have with your KX-155 and have matching CDI's forunder $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 WAASIFR GPS and ADS-B In and out. We need toaddress the KX-155 Navcom issues and provide a back-up comm. Let's talk about the KX-155.
KX-155/TKMMX155
As mentioned above, the KX-155 display is anissue. Your KX-155 is likely 25-30 yearsold and the design has not changed since it's introduction in 1984. Would you spent $2500 to keep it running orwould your money be better spent upgrading to modern technology. I would vote for the later.
TKMMX155 Digital Navcom with 'Touchpoints' New @ $4000
You might be surprised to know that the TKM MX155was my idea! TKM has been making slide-inradio solutions since 1984.
In 2015, a new owner bought TKM and I contacted himin support of the product.
TKM replacement radios are aircraft ownerinstalled. They are direct slide-inunits that only require the owner to do a logbook entry. As a result, avionics shops (who can't makeany money on TKM products) have always sold against them and even labeled themas junk. I sold hundreds between 1997and 2012 and knew them as a good product and excellent value. I contacted the new owner and offered to doan article in support of the product and in that discussion, recommended thatTKM consider making a slide-in replacement for the 'tired' KX-155. The MX155 was born! You can stick with your KX-155 until thedisplay fails and at that time, I would recommend the MX155. Your total cost will be about $4000. The MX155 is a modern, digital radio softwaredriven and upgradable and should be available in the next 2-3 months. Here's the link:
Back-upComm
You could keep the existing GNC-300XL and use thatas 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 thatrole. Or, you could remove the 300XL andinstall a new comm. Here's the optionson a new comm:
ICOM IC-A220T (TSO)CommNew @ $ 2500Installed
ICOMhas been best known for their portable comms and navcoms but they have offereda very good panel mount comm for several years. I was included in a panel discussion when they were redesigning theiroriginal IC-A110. The A-220 has most ofthe modern features you see in more expensive models. The IC-A220 also offers a built-in two placeintercom. This could work but only ifyou 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
Trigis an up and coming avionics manufacturer from Europe. They had the first Certified Mode S ES ADS-Bsolution in the world. The TY96 is ajump up in features from the ICOM including a 'say again' feature that allowsyou to replay ATC transmissions. TheTY96 also allows you to store 200 airport frequencies and Identifiers into theradio via a USB port. The unit has abuilt-in two place intercom but my experience with these from other manufacturershas not been positive.
Changingsquelch settings on the intercom (as ambient noise levels change) has beenclumsy vs. a simple knob found on dedicated intercoms? The TY96 may be better? (installation should be about 10 hours)
Here'sthe 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:
Of the three options, I think the TRIG TY96 is the most bang for the buck.
Engine Instrumentation-EDM-730
Anotherconsideration for an aircraft being flown in IFR, even light IFR is the conditionof your engine. Pilots in clouds need toknow the condition of their engine NOW! The simple engine instruments provided by the aircraft manufacturerdon't give you enough tools to know this. 20 years ago, we hadrelatively simple graphic digital engine analyzers that monitored CHT and EGTand a few additional parameters. Todaywe have full-blown engine management systems with primary certification thatcan monitor everything going on in a GA aircraft engine. These are generally for the more serious IFRcrowd. On the other side, your existingEI CHT and EGT, as I mentioned, requires you to actively search through thecylinders looking for issues and it does not provide enough information tosafely lean the engine.
There are lots of options but the needs of a lightIFR pilot are just a notch above basic. Foraircraft owners with no enhanced engine information, I frequently suggest theJPI EDM-730. Your existing EGT/CHTprobes are not compatible.
TheJP Instruments EDM-730-6 @ $ 2200 plusinstall (24 hrs.) or $4600
Kma 20 Tso Installation Manual
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 CHTprobes in your aircraft, this may be a better option that can save on installtime and probe costs.
Electronics International has two options that mightmake sense here. They both will save youmoney because you are utilizing the existing EI probes. The first is an engine analyzer, the second isengine management.
EI UBG-16-6 Engine Analyzer $1100 plus labor (with your Probes)
The UBG-16 is not the latest display technology butit's a very capable 'active' engine analyzer and will scan EGT and CHT on allcylinders and actively warn you if something changes in either parameters andhas 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 theADF indicator is now. This is aneconomical option but consistent with the needs of a light IFR pilot. The UBG-16 is an advisory unit and will beabout $2200 installed.
Here's the Link: http://www.chiefaircraft.com/ei-ubg-16-6.html
EICGR-30P-6 Primary Engine Management System (Basic) $3200 plus install
The CGR-30P is a Primary instrument which means itis 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 andTach Time. In addition, you chose four additional functions thatare primary and can replace factory instruments (probes/sensors are included). The options include: Oil P, Oil T, FuelFlow1, 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 isstill in the $5200 range and may therefore be more than you can justify howeverfor $600 more than the JPI 730, it's a significant upgrade. Currencier 2 3 – currency converter widget. Here's the link:
EICGR-30P-6 Primary Engine Management System (Premium) $3800 plus
The CGR-30P Premium adds Manifold Pressure and someadditional features. Having RPM and MPnext to each other on the instrument is desirable in the Arrow but we now jumpup to an installed price in the $6000 range.
Here's the Link:
406 MHz ELT
Upgrading your 121.5/243MHz ELT (likely on board) isnot mandatory now but it will be in a few years. The FAA/FCC has banned the sale of theoriginal 121.5/243 MHz ELT's sometime this year.
Wheremountainous terrain or extended over-water flying is common, the investment ina 406 ELT is recommended. The ArtexModel 345 ELT transmits your exact position and allows search and rescue tosimply go pick you up. Old 121.5/406ELT's can require hours even days before you are located. The Artex 345 is under$550 and about $1700 installed. Yes, it canbe considered a luxury until you need it!
Here'sthe Link:
Garmin G5 AttitudeIndicator @$2549 including Antenna plus installation
G5 Horizontal SituationIndicator @ $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:
The G5's are nice but I don't think it makes sensein this application. The goal for mostowners installing G5's is to remove the vacuum system. You can't do that here without updating yourautopilot and that does not make sense unless you plan to keep the Arrowforever or except a significant loss when you sell.
AspenEFD1000 Pro PFD @ $11,000 w/ EA-100 Adapter plus install
While the G5's are not compatible with yourAutoControl IIIB, the Aspen EFD1000 with EA-100 Autopilot adapter is. It is a more expensive option than the G5'sbut it is compatible with your autopilot and your KX-155 navcom. Synthetic Vision is available as an optionalthough Aspen is currently offering this for free.
I would expect an installed price in the $14Krange. This is a consideration for PhaseTwo. Here's the Link:
That's all the Avionics or pieces of the panelpuzzle that we need to know about to
put together an avionics panel that will be safe forLight IFR. Your goal is to do it in twophases.
PhaseOne: Audio Panel, IFR GPS and NewBack-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 estimatedtotal $24,400
* The GNC-300XL could remain as the #2 Comm andas a back-up GPS but the comm functions in the 300XL and the KX-155 arebasic. The Trig TY-96 gives you modernfeatures and is still within the budget.
Lexmark pro200 s500 series driver mac. PhaseTwo: Upgrade the KX-155 and Add EFIS PDFwith HSI
- Aspen EFD1000 PRO PFD with EA-100/Installed $14,000
- TKM MX155 Slide-In replacement for KX-155 $ 4,000
________________________________________
PhaseTwo estimated total $18,000
Note to expect some misc.parts in the final bill.
Conclusion
Garmin's new GPS options offer significant featuresand savings vs. their previous models however they require the right 'situation'to fit in. The aircraft needs to have agood Navcom with Glideslope and for the GNX 375, neither ADS-B In or Outcurrently installed. N5935V fits this situation!
Often, to meet a client's budget, compromises arerequired and often some used equipment is required. Your $45,000 budget allows you to check offall 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 isbuilt into the GNX and with internal connectivity, you'll be able to loadflightplans into you iPAD at home and wirelessly transfer into the GNX at theairport. Mode S allows you to ventureoutside the US into Canada. The TRIGTY-96A comm is also 'state of the art' with great features and easy frequencystorage. The EI CGR-30P Basic is a bitoverkill for a light IFR platform but the UBG-16 is yesterdays technology andthe difference between the JPI 730 and the CGR is just about $600 so I think,for that reason, it makes sense. I generallythink that adding EFIS to a light IFR airplane is a luxury and with most of my client'sbudgets, it's not possible. The G5's donot fit here but the Aspen EFD1000 does and it's actually more capable than theG5's. Updating the old KX-155 to the NewMX155 just makes sense. Bottom line isyou'll have a very nicely equipped Arrow that will be very desirable at thepoint of sale.
One final thought? If you remove everything else, all this will fit into the center stackand the right-side avionics stack will be empty. The iPAD issue for many pilots is where toput it? I suggest you explore a mountthat will allow the iPAD to be installed in that location? It won't fit flush mounted but with the rightmount, 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.
