A36 Bonanza Aspen KFC200 Autopilot Approaches
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- Опубликовано: 7 фев 2025
- Flywire explores using the Aspen EFD 1000 Pro Max combined with the Garmin GTN-750 and KFC-200 autopilot for approaches. We checkout a DME Arc to an ILS and a Fully Coupled RNAV (LNAV/Vnav) approach. If you were wondering how all this works check it out!
FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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Hi. Why in the the arc you used HG mode on the auto pilot , instead NAV mode or App mode ? I saw heading was doing the approach on the arc , why ? It’s not supposed to be NAV mode and it will get the info from the GPS ?
Some autopilots require that
Scott,
Did your Aspen/ KFC 200 setup give you vertical control down the glideslope on ILS LPV and lp approaches? I guess the question is for Non Precision would it follow the LP +V guidance? When tracking off navigator inbound I am using the GPSS and going to heading mode but I am a little confused about when to switch to APP mode. Should I turn off GPSS when using app mode? Thanks in advance for any help. This is the only real video I can find on the Aspen/ KFC setup. Love your videos.
Yes it did a good job at a RNAV approach. I always hand fly ILS, so I didn’t check that out. Hit the APPR button just prior to the FAF… you should see a valid display of the Glideslope… then hit APPR. Don’t do it before that, the computer is very sensitive.
@@FlyWirescottperdue Thank you Scott. So should I just hit "app", do i need to turn off ALT or turn off GPSS on the Aspen? Again, Thank you for the help, your videos motivated me to get back into aviation and buy an A36 it has been awesome. Thanks for the inspiration.
Scott - great video as usual. I have the same panel in my 1995 Commander 114B - Garmin GTX 345 / GTN 750 / Aspen ProMax with Altitude pre-select / KFC 200 with STEC yaw dampner. I obviously bought the Aspen Pro because it was compatible with the KFC 200 analog AP - Garmin chose not to be compatible with any legacy analog AP's. I did do the upgrade to the Aspen ProMax. The add on Altitude Pre-Select is a great option and I would encourage anyone getting the Aspen ProMax to get it (it is not an Aspen product - rather a German company's offering).
One of the best things about this Aspen / Garmin set up is in ILS approaches. You ought to highlight how the GTN 750 automatically switches from GPS to VLOC on the CDI feed to the Aspen unit. To me it is what makes this combination great. It took me awhile to figure this out - I actually manually switched over to VLOC when on FAC on ILS procedures until I finally read the 5 inch think manual that came with the GTN 750.
Anyway, keep the great videos coming. You have a nice Bonanza too!
Thanks Stephen, sounds like I need to do another video!
It is honey for my eyes... Congratulation
Does the Garimin/Aspen combo eliminate the KFC 200 controller, or is that component still required?
No it doesn't. And the Aspen requires a EA-100 to translate Aspen into KFC-200.
Hello. What temp does your EGT normally peak at? Looks like you are running around 1,470 to 1,500EGT. Our IO 550 seems to peak at a low temp (around 1,470EGT) thus when running 80 degrees ROP putting us running around 1,390. The problem with this is it seems we are running around 2.5 to 3 GPH more then what the book says for fuel flow at a given power setting. Any idea's? Thanks
Carli- It peaks just over 1500 EGT. I only use EGT as a trend indicator. From my perspective it doesn't control anything. I use CHT as the controlling parameter. This engine can run smooth well over 100 degrees lean of peak. So, I use that as an input as to whether I want to go fast or economical. Both are on the lean side. I use 380 CHT as my indicator to look at changing something to keep the temps below that reference. I've flown it so much that I really only use target Fuel Flows and cross check my CHTs nowadays. If I want to go ROP then I'm usually in the 19+ GPH FF to stay below 380 CHT.
My suggestion is to set your fuel flows with respect the CHTs. EGT is just the ballpark parameter. What are your EGTs doing?
I meant to type... What are your CHTs doing?
CHT's are all under 375 even on a hot day. Just went out this morning and ran 23/23 80' ROP and fuel flow is 17.9GPH. The POH says fuel flow should be around 13.7 for this power setting? Do you ever run peak or close to peak when operating at or below 65% power? POH syas we can but have herd bad thing about running at peak...
First things first... I pay for my engines... which means I pay close attention to operation. I also maintain them so I know how they're doing. I say that so you know I'm not sitting in an armchair throwing my opinion out there.
If your CHTs are 375 or less you are golden. I don't pay much attention to Book Fuel Flows and the like-- those test pilots used the gauges in the airplane and frankly they are not nearly as accurate as the Engine Monitors most folks fly with. I assume that you are using a good engine monitor.
At altitude on a normally aspirated engine when you are 65% or below (say 9-11k or so) you can run peak EGT (and yes the book says you can do this) and not hurt anything. If you want to run ROP and your CHTs stay under the target you are fine doing so at 80 ROP. Both Peak and ROP are 'Go Fast' modes when fuel burn is not as big an issue as speed is.
We can get in a long discussion about this here, or you can watch Martin Pauly's video on RUclips. He does an excellent job of showing how to run LOP or ROP. Maybe one of these days I'll do a video as well... but its hard to beat Martin's version. Just don't forget to come back to FlyWire!
Thanks,
gunny
Yes we just replaced the JPI700 and had a new JPI 830 installed. Just wish the fuel flow would be a lot closer to the book numbers. Almost 4GPH more is LOT
I have seen his video and does a great job of explaining