New G-1000 182 & Cirrus SR-22 GTS

* Avionics: A tie. The displays looked terrific in full daylight. The
182 does not have XM weather on the Garmin MFD yet, but Cessna says it
will be added at no cost when it's available. For now, 182s are
delivered
wit a B/K KAP-140 autopilot; later models will have a new Garmin ap
built
into the G-1000.

Right now, I think the Garmin G1000 is going to be better supported than
the
system in the Cirrus.

And just what makes you think that ? I think you are confused, or maybe you
work for Garmin's marketing department.

The KAP-140 is an excellent 3-axis autopilot.

Sure it is, if you don't like GPS roll steering, and you enjoy retesting
your static system every time you pull it out for repair or adjustment. The
KAP-140 is a two axis autopilot and the variant that comes in the 182 is two
axis with altitude preselect, not 3 axis. At least on the Cirrus the
autopilot's altitude preselect is on the PFD.

Right now, I think the Garmin G1000 is going to be better supported than
the system in the Cirrus.

And just what makes you think that ? I think you are confused, or maybe
you
work for Garmin's marketing department.

I don't work for Garmin. My opinion is based on the adoption rate of the
G1000 and my own experiences flying the SR-22 and aircraft with the G1000.

The KAP-140 is an excellent 3-axis autopilot.

Sure it is, if you don't like GPS roll steering, and you enjoy retesting
your static system every time you pull it out for repair or adjustment.
The
KAP-140 is a two axis autopilot and the variant that comes in the 182 is
two
axis with altitude preselect, not 3 axis. At least on the Cirrus the
autopilot's altitude preselect is on the PFD.

I mis-spoke, you are of course correct that the KAP-140 is a 2-axis system.

Personally, I haven't had any issues with regard to the static system in my
plane. Can you go into futher detail?

I don't work for Garmin. My opinion is based on the adoption rate of the
G1000 and my own experiences flying the SR-22 and aircraft with the G1000.

Surely you mean the C182 with the G1000.

My point was that your statement is one - sided since Cirrus makes a lot
more SR-22s than Cessna makes C182s. Granted, Cirrus doesn't give you an
option, but based on how many are sold, saying the Garmin will support the
G1000 more or better than Avidyne will support their Entegra is baseless.


The KAP-140 is an excellent 3-axis autopilot.

Sure it is, if you don't like GPS roll steering, and you enjoy retesting
your static system every time you pull it out for repair or adjustment.
The
KAP-140 is a two axis autopilot and the variant that comes in the 182 is
two
axis with altitude preselect, not 3 axis. At least on the Cirrus the
autopilot's altitude preselect is on the PFD.

I mis-spoke, you are of course correct that the KAP-140 is a 2-axis
system.

Personally, I haven't had any issues with regard to the static system in
my
plane. Can you go into futher detail?

The KAP-140's static pressure sensor is inside the instrument panel mounted
computer unit. The static plumbing goes to the back of the autopilot tray.
That means any time you pull the KAP-140 out, like if it needs replacement
or adjustment, you're also breaking open the static system, which means you
have to do a static leak test. It's not a big deal as long as you never
need to pull the KAP140 out, but in my experience, you will. I haven't
found the STEC autopilots to have any better reliability, but at least
you're not forced to static leak check every time since they use a separate
sensor.

I don't work for Garmin. My opinion is based on the adoption rate of the
G1000 and my own experiences flying the SR-22 and aircraft with the
G1000.

Surely you mean the C182 with the G1000.

Actually I meant flying the SR-22 with their system (which I did in a
pre-certified model at the Cirrus factory in August 2002) and flying the new
G1000 in a C182T.

My point was that your statement is one - sided since Cirrus makes a lot
more SR-22s than Cessna makes C182s. Granted, Cirrus doesn't give you an
option, but based on how many are sold, saying the Garmin will support the
G1000 more or better than Avidyne will support their Entegra is baseless.

I don't think it's baseless - Garmin is a much bigger company and has been
very aggressive in adding functionality to their existing models, which have
been standard and optional equipment on many different models for quite
awhile now.

I'm not knocking Avidyne in the slightest - although my experience with the
software on the pre-certified model was mixed. It's just that I feel
Garmin's dealer and service structure is more established. It's a gut feel,
I haven't done research in this area.

plane. Can you go into futher detail?

The KAP-140's static pressure sensor is inside the instrument panel
mounted
computer unit. The static plumbing goes to the back of the autopilot
tray.
That means any time you pull the KAP-140 out, like if it needs replacement
or adjustment, you're also breaking open the static system, which means
you
have to do a static leak test. It's not a big deal as long as you never
need to pull the KAP140 out, but in my experience, you will. I haven't
found the STEC autopilots to have any better reliability, but at least
you're not forced to static leak check every time since they use a
separate
sensor.

Interesting, thanks.

On Sun, 26 Jun 2005 22:57:13 GMT, "Meat Eater" wrote:


I mis-spoke, you are of course correct ument panel mounted
computer unit. The static plumbing goes to the back of the autopilot tray.
That means any time you pull the KAP-140 out, like if it needs replacement
or adjustment, you're also breaking open the static system, which means you
have to do a static leak test. It's not a big deal as long as you never
need to pull the KAP140 out, but in my experience, you will. I haven't
found the STEC autopilots to have any better reliability, but at least
you're not forced to static leak check every time since they use a separate
sensor.

IIUC, the 172/182 KAP140 install (at least ones done at the factory)
have a second static port dedicated to the autopilot, it's not plumbed
into the port that feeds the standard (or ADC/backup instruments in
the case of the G1000) instruments.