|TSO Compliance:||Env. Cat. RTCA DO-160A A1C1/A/SKP/XXXXXXA/B/AAA||Weight:||2.8 lbs.|
|Temperature:||-20 to +55C||Altitude:||35,000 feet|
|TSO (Compass):||TSO C6c||TSO (ADF):||TSO C41c Class A|
|TSO (VOR):||TSO C40a||Heading Input:||Operates from any slaved magnetic compass with ARINC X,Y,Z outputs|
|VOR Video Input:||0.5VRMS 0 deg. phase composite 30Hz variable AM and 30Hz reference FM on a 9960Hz carrier (0.7VRMS maximum)|
|Part Number||Radio Magnetic Indicator Description:|
|066-3038-00||Radio Magnetic Indicator with 14/28 Volt Lighting|
|066-3038-01||Radio Magnetic Indicator with 5 Volt Lighting|
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From time to time, customers who are installing KI-229 RMIs will need a 26VAC inverter to operate the RMI in their aircraft. 26VAC is required to excite the KI-229. The Mid-Continent MD26-28 inverter is recommended.
The use of a Radio Magnetic Indicator in an aircraft offers several benefits that improve navigation situational awareness and pilot workload.
A very basic ADF indicator without a moveable compass card simply points to a selected beacon. The pilot must calculate the bearing needed based on the aircraft's current heading. Most if not all ADF indicators without a knob to turn the compass ca rd are very old and obsolete.
Most ADF indicators include a knob to turn the present heading so that the bearing to the beacon can be read against the compass card.
The RMI provides all of the ADF indicator functions with automatic rotation of the compass card via the aircraft's compass system. Therefore, whenever the aircraft turns then the compass card will turn.
An RMI always automatically points to the bearing to a beacon. This is a more logical form of indication even over VOR type of navigation since there is no OBS, To-From, radials, etc.
More advanced RMI indicators offer even more flexibility and features by offering dual needle for ADF and VOR bearing and multiple ADF/VOR navigation.
Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 75% of the original exchange price. That is, it cannot cost SEA more than 75% of the original OH/SV exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.
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No, but the newer Bendix/King KI-229 provides all of the same features, interfaces and more compared to the KI-226. Originally manufactured in the 1970s, the KI-226 is obsolete, unavailable, and not supportable.