cbrinton wrote:
Im located at HPN if you want to link up and share thoughts.
Chris, I also have a DA40 2007 XL model (actually 1/3rd) at HPN at Panorama. Would love to get your perspective on the XLS vs the XL. As you know not a lot of DA40's around here. We do not have WAAS or SV and would like to swap experiences.
Lance Murray wrote:The GFC700 is nice but the KAP 140 is good enough to do the job well.
Ditto.
GFC700 was an extra 40K cost when I purchased in 2009, so I went for a 2004 G1000 KAP 140.
Sure would prefer GFC700 but KAP 140 does all I need.
I did my IFR training and check without autopilot and I usually turn it off when I practice. That's a lot of work.
I wouldn't want to fly IFR alone without A/P.
cbrinton wrote:
Im located at HPN if you want to link up and share thoughts.
Chris, I also have a DA40 2007 XL model (actually 1/3rd) at HPN at Panorama. Would love to get your perspective on the XLS vs the XL. As you know not a lot of DA40's around here. We do not have WAAS or SV and would like to swap experiences.
Absolutely. Im at MillionAir and Im parked directly across from a DA42, but I think the three of us are it . Im sure we can find a time one of these weekends to meet up at the field. I did my PPL training at Panorama so am very familiar with it.
I regularly fly a friend's XL so I get to use the GFC700. I wish I could upgrade.
I have had the plane in the shop once a year for autopilot issues. When I last had it in (replacing the pitch servo, again), I asked whether they saw similar issues on the Garmin Autopilot. "I wouldn't know." They were a Garmin shop, aren't they authorized to repair the autopilots? "Yes, we've just never had one come in with an issue.
It bummed me out.
It is simpler to have a single place to set barometer and altitude bugs. It is better in turbulence (faster processor, stronger servos).
I am thinking of a DA42, and it kills me that they took so long to put the GFC700 in the plane.
Colin Summers, PP Multi-Engine IFR, ~3,000hrs colin@mightycheese.com * send email rather than PM http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)
Coming from your point in experience, I believe you will be very happy with a KAP-140 autopilot. I am a Cessna certified G1000 instrument instructor with 500 hours and 30 students trained using the GFC700 autopilot. Yet, when I was shopping for a DA-40 a year ago, I was specifically looking for a non-WAAS KAP-140 plane to avoid about $50k expense. Yes, those features would be nice to have but there are really few times you actually need them. You will be able to do 99% of your flights with something built before 2007. The only feature the GFC700 gives is constant airspeed climbs and descents (FLC) and I have learned to achieve the same result with the KAP140 simply by selecting a moderate, 500fpm climb rate or adjusting the throttle on descents. One dark side of the GFC700 is the failure modes connected to the AHARS/ADC which you don't have because the KAP-140 has its own, independent attitude gyro.
Tkramer wrote:One dark side of the GFC700 is the failure modes connected to the AHARS/ADC which you don't have because the KAP-140 has its own, independent attitude gyro.
Although the same is true in the other direction. If the turn coordinator mounted behind your PFD goes tango uniform, the KAP-140 is useless. And I trust the Garmin parts more than the other parts Diamond tends to select.
Colin Summers, PP Multi-Engine IFR, ~3,000hrs colin@mightycheese.com * send email rather than PM http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)
Tkramer wrote:Coming from your point in experience, I believe you will be very happy with a KAP-140 autopilot. I am a Cessna certified G1000 instrument instructor with 500 hours and 30 students trained using the GFC700 autopilot. Yet, when I was shopping for a DA-40 a year ago, I was specifically looking for a non-WAAS KAP-140 plane to avoid about $50k expense. Yes, those features would be nice to have but there are really few times you actually need them. You will be able to do 99% of your flights with something built before 2007. The only feature the GFC700 gives is constant airspeed climbs and descents (FLC) and I have learned to achieve the same result with the KAP140 simply by selecting a moderate, 500fpm climb rate or adjusting the throttle on descents. One dark side of the GFC700 is the failure modes connected to the AHARS/ADC which you don't have because the KAP-140 has its own, independent attitude gyro.
Timothy: Having done some flying in a '08 XLS and seen the GFC700 put through its paces, I have come to the conclusion that -- while the GFC is very impressive -- my mission does not require it. So I'm looking at '06 or earlier aircraft in order to save that $50k. I very much appreciate your viewpoint, which coming from someone who instructs on the G1000 is most helpful to me.
I'll admit that my KAP140 can be sloppy on approaches but it usually does what I need very well which is to fly headings and NAV enroute and hold altitude (as long as it is not raining too hard). With SVT I can hand fly approaches better than the KAP140 and it only cost me $5,000 as an upgrade to the G500 installation. I hope someday to own a G700 equipped airplane but the KAP140 in a DA40 sure beats hand flying a steam gauge C172 which is how I started flying IFR.
Gary wrote:... I hope someday to own a G700 equipped airplane but the KAP140 in a DA40 sure beats hand flying a steam gauge C172 which is how I started flying IFR.
Flying on the back of a teradactyl beats flying any kind of a C172.
Gary wrote:... I hope someday to own a G700 equipped airplane but the KAP140 in a DA40 sure beats hand flying a steam gauge C172 which is how I started flying IFR.
Flying on the back of a teradactyl beats flying any kind of a C172.
It's like driving an old beat up pick up truck instead of a sports car.