Shameless request for King radio Tech Support

Greetings gang.. As the title suggests, this is a request for knowledge
and assistance, and in much of the situation I am wanting to verify what
I THINK I have gleamed from pertinent technical manuals.

The background:
Partner in an experimental (but posting here, because what I am seeking
is not exclusively from that crowd), building the panel from auction
radios (very patiently, I might add, waiting over time for the "right"
deal to pop up) and have come to possess the following:

1) KX-175B 720 ch com,
2) KY-195B 720 ch com (essentially a com-com that fits a 170-175 tray,
same pinouts - think of it as a mechanical flip-flop com)
3) A KLN-89B IFR GPS (terminal, enroute and non-precision approach capable)
4) KN-75 Glideslope Rec
5) AT-50A Transponder

I have since acquired pinouts for all, and the install manuals for the
175 and the 89B.

My background: Grew up around aviation, got my ticket 5ish years ago,
450 hrs, instrument trained but not rated (gee..sounds a lot like JFK..
shudder). College was heavy in the natural and applied sciences, and
I've got a better than novice grasp of electronics and wiring. I've got
fairly heavy experience using the King line of GPS and am comfortable
with their "architecture" and organization (Garmin is great, i just dont
have 200 hours behind their stuff).

What I DONT have is education, training and textbooks appropriate for
avionics technicians. I've got novice to above novice ability regarding
this, but consider myself a quick learner and critical thinker.

So.. things I want to check/verify:

1) The KX-175B TSO is still acceptable for use in the US, and uses 720
channels. It does not contain a glideslope reciever nor a "converter".

2) Has anyone out there encountered areas that make use of the
additional 40 channels (the 760 chan radios) in the continental US below
18,000 feet. Are these tower? Approach? Weather? Center?

3) The 175B, by not having a converter, requires either an indicator
that has an integral one, such as the KI 201,204,208,209 or 214... or
requires an external converter such as the KN-72. The 208/9A series, I
belive, has the converter but also can be driven by GPS. The GPS is
otherwise incompatible with indicators that have the internal converter
(except for the 208A and 209A).

4) If paired with the KN-72, then the 175B can drive any of the other
indicators, including mid continent, collins, stec, ARC and the
applicable non-converter king products. The GPS can drive these
indicators in a stand-alone setting. This is a key item for me that I am
not sure of, as I am currently shopping for indicators, and the new cost
of some of them can exceed what I've spent on panel ($1600) so far.

5) What is the name for the scheme that the KX-175B uses to drive the
glideslope reciever - 10 or more wires that are each associated with a
specific MHZ or KHZ range? I've seen 2x5 arinc, slip code and other
terms used and havent specifically associated them with what they are
supposed to mean.

6) What is name of the scheme that the KX 175B uses to drive a DME
reciever, keeping in mind the same comments as above. This appears to
be different that the glideslope wiring scheme, with 8 wires that appear
to be some sort of parralel binary scheme.

7) As of Spring 2004, I was under the impression that installation of an
IFR approved GPS was now considered a minor alteration, so that in
certified aircraft it could be accomplished with a logbook entry. If not
otherwise prohibited by my experimental operating limitations, is there
any reason that I could not install the 89B (with the proper remote
accessories and up to date database) and use it in a /G role. Anyone out
there have experience with this issue in a experimental-amatuer built
aircraft?

8) Unless there has been a change, my understanding is that an IFR GPS
requires a remote annunciator in the primary scan of the pilot, and a
separate/remote CDI that is "in the scan" as well. Any experience in
using the King 89B with a NON-KING CDI out there (compatibility is what
Im looking for). How many out there have the GPS use its own CDI? or
share it with another Nav?

9) How many folks out there who've added GPS's to their panel have "the
works" done.. interface it to the altitude encoder, air data unit, your
fuel manager or the OBS resolver on your CDI. I've flown behind many
rental planes with King GPS in them, that had none of this done, but
flew in ONE very nice A36 that came from the factory with the GPS
integrated nicely into the stack. Folks that have done this interface,
did you have interference with the xpnder that was also getting data
from the encoder? Did you have to use diodes or a second encoder or
leave it unconnected?


10) Back to remote switching.. I've only used the Mid Continent MD41
series for remote annunciation and switching. Anyone have favorable (or
un) experience with competing brands and willing to share? Seems that
used 14V varieties are scarce regardless of the make.

11) I started wiring both of the radio trays (175 and 195) for eventual
upgrade to dual nav-com, glideslope and DME capability before I came to
possess the GPS. How many out there have both DME and GPS, and use their
DME regularly despite GPS being an acceptable substitute?

12) Panel space considerations will likely rule out a panel mount DME if
ever acquired, until or unless the 175 and 196 are replaced by slimline
radios down the road. What is the appropriate designation for a King
remote mount DME (and indicator) that would fit in this situation, and
is the remote unit fairly light/compact or is it essentially a heavy
transplant from a bizjet? (truth is, will likely not use it, but I want
to keep the options and eyes open if it comes along).

13) With upgrades in mind, who all is flying behind a KLN-94 (a direct
slide in replacement for the 89B) and whats your feedback on it, as
compared to the KLN 89 and 90 series GPS.

14) Back to indicators... do all of the CDI's out there have OBS
resolver outputs on them, or only specific brands? or only specific
models of said brands? I am understand OBS resolvers to be the the
ability of the GPS to read what radial the OBS is set to.

15) Thinking ahead for when I get an AP. If I understand properly, the
nav radio's (or GPS) drive the indicators, and the indicators drive the
Autopilot with left/right info derived from the nav source. So, in
theory, if the above is correct, when adding an autopilot that can take
steering commands from the nav suite, its usually just a matter of
adding the wires to the CDI (and switching, for multiple sources).

Ok.. that is about as much as I can think to ask about for the moment.

Thank you for your patience.

If Im wrong about something, I know without a shadow of a doubt this
group will let me know. This is actually one of the harder tasks I've
come across in partnering in this aircraft. While there are all sorts of
DIY things that pilots can do from a mechanical/maintenance/building
standpoint, there is not much Do-it-yourself stuff out there for
avionics. I even obtained a fairly recently published book that claimed
to be aimed at people like me - doing our own installs, but there wasnt
much substance there except a rehash of good workmanship techniques
(grounding, shielding, etc) and basic theory of operation. I dont even
think I SAW the words gray code, slip code, 2x5 arinc, etc...let alone
anything technical.

Seeking Peer review,
Dave