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Post by ChiMike on Nov 15, 2017 22:40:39 GMT
Has anyone added a second radio? Cost? Happy?
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John
Junior Member
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Post by John on Nov 16, 2017 16:08:16 GMT
I have the GNC 255A Nav/Com radio. Because of the Nav side I'm told I can shoot ILS approaches. I haven't got into that function yet.
For the flying I do, the GNC 255A does the job. It has a Monitor button so that I can listen to two frequencies at once. I also carry Sporty's portable radio in the aircraft along with an adapter for my headset. So I'm pretty content with just one radio.
Kinda like the idea of adding a GTN 650 as a second radio. G3X Tech Support tells me that the GTN 650 is compatible with the G3X. Though it's a certified box, they support it for experimental and light sport. From what they tell me the experimental GDL 39R in my aircraft serves the same funtion for the GTN 650 as does the more expensive certified GDL 88. The GTN 650 is a $12,000 radio, but you become capable of shooting GPS approaches. Then comes the decision whether to convert to Experimental or get approval from Tecnam. Correct me if I'm wrong, but with the GTN 650 and converting to Experimental Category, you're now legal to fly IFR.
Didn't I see a photo on Tecnam Talk of an Astore aircraft with a GTN 650 installed?
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Post by ChiMike on Nov 16, 2017 17:45:25 GMT
I have a GTN 650. It is my primary system with 2 g3x tied in. I am fully ILS compatible for VFR condition training. But the plane is not certified for IFR flight, regardless of the GTN 650 system.
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Post by Ed Midgley on Nov 17, 2017 3:09:13 GMT
I installed a GTN625 last winter. It’s the same as the 650 but only has GPS. If you have a G3X system you could get a GTN625 for $5,495 from Aircraft Spruce. I had my plane moved to E-LSA which made it IFR legal. Ed  |
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Post by Ed Midgley on Nov 17, 2017 3:10:24 GMT
Can anyone fix this site so pictures will display properly?
Ed
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John
Junior Member
Posts: 74
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Post by John on Nov 17, 2017 14:49:05 GMT
Ed that's what I thought is the case. What's the process for changing from E-LSA? In your opinion what is the downside to going experimental? Resale value?
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Post by Ed Midgley on Nov 17, 2017 17:24:26 GMT
My insurance company didn't care and in fact the premium has gone down. Once it's E LSA it can't be switched back ever. Mark might be able to answer the resale question. Ed |
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Post by Ed Midgley on Nov 17, 2017 17:27:02 GMT
I had a DER in Georgia do the paperwork for the conversion. If anyone is interested I can send a link to him. It's about $500. Ed |
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Post by montanapilot on Nov 25, 2017 16:55:21 GMT
In my experience, making the airplane "experimental" limits the buyer pool = lowers the resale value. A few might like it better, but on balance, my view is that it's a net negative.
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Post by Ed Midgley on Nov 25, 2017 23:45:18 GMT
That could be correct but, I love the plane so much my estate will be selling it.
Kind of takes me out of the equation.
Ed
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Post by montanapilot on Nov 25, 2017 23:53:39 GMT
I feel the same way about my Astore, so given that perspective, you do whatever you want, since the only person you need to please is you, and there are definite advantages in going experimental.
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Post by montanapilot on Nov 26, 2017 0:15:51 GMT
The other perspective is that even if making the airplane experimental devalues it somewhat, what's it worth to have exactly the airplane you want?
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Post by garyfrick on Dec 7, 2017 5:22:31 GMT
I thought about adding a Garmin G5 and 2 USB ports to my 2017 P2008 TC but it would require an auxiliary alternator and an LOA from Tecnam since my
Plane weighs 905 and the max LSA weight is 906 according to MARK and believe he knows Tecnam that would never happen unless I would change it to experimental and he said that would destroy resale. I plan on keeping this plane forever since I’m 66 but who knows what will happen if the FAA changes weights etc on LSAs and Tecnam has done a lot of neat stuff since my first 2014 P2008, so I descided not to do that and I
Really appreciate Marks council. The main thing is we all love to fly and it’s a gift to do so
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Post by stroudj on Dec 7, 2017 20:21:12 GMT
I thought about adding a Garmin G5 and 2 USB ports to my 2017 P2008 TC but it would require an auxiliary alternator and an LOA from Tecnam since my Plane weighs 905 and the max LSA weight is 906 according to MARK and believe he knows Tecnam that would never happen unless I would change it to experimental and he said that would destroy resale. I plan on keeping this plane forever since I’m 66 but who knows what will happen if the FAA changes weights etc on LSAs and Tecnam has done a lot of neat stuff since my first 2014 P2008, so I descided not to do that and I Really appreciate Marks council. The main thing is we all love to fly and it’s a gift to do so Why would an auxiliary alternator be required for the G5? The installation manual says the amps load is .250 and .760 with a battery. Both well within the limits of the charging system. Thanks, Jim |
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John
Junior Member
Posts: 74
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Post by John on Dec 12, 2017 0:12:10 GMT
I had a DER in Georgia do the paperwork for the conversion. If anyone is interested I can send a link to him. It's about $500. Ed Hey Ed, I thought I sent you a private email. Please post the link on this page. Adding a GNC 650 to the G3X is a powerful combination. I'd like to take a closer look at experimental. |
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