Tony_Hale

In related news, the FIKI limit was removed by specifying installation of unobtanium wire. I hope some other wire makers starting making this stuff. It went from $5/ft to $10/ft if you can even get it.

I've enjoyed reading this thread, and the GFC 500 thread. Quick comment about Dynon, because I was closely following the HDX AML and hoping to install their system in my A36, removing steam gauges and the museum piece called the STEC 60-2. The Dynon STC for Bonanzas increased from $2500 -> $4000 right before the G3X certified announcement .... bad timing. The Dynon STC for the V35B is STILL not complete, and the A36 timing could be many months away. The *initial* STC doesn't allow the Dynon AP to control electric trim! They plan to add it, but when? The Dynon setup requires use of an *existing* electric trim system. You cannot add a trim servo from Dynon, unlike the GFC 500. I ran the numbers, and the equipment cost comparison puts Dynon at about a $1500 price advantage over Garmin. Frankly, that's not enough of a price break. I assume install prices will be similar. *IF* Dynon did these things, I believe they still have a market: 1. Drop the STC price to $500 or zero. 2. Get the stupid FAA approvals done! 3. Provide for auto-trim control. 4. Develop a pitch trim servo.

Lance is boosting my idea!

Scott, I recommended he use Aaron @ Select.

That is stunning!

I was starting a flight review with a Mooney M20J owner yesterday. He has a digital tach, but no engine monitor. Engine started fine, and we taxiied out to the runup area. When doing the mag check he went to left mag and there was no rpm drop. He went to right mag, and engine died. He got it restarted and we taxiied back to the hangar. I was telling him about the dual mag set-up and explaining the controversy over a shared single drive. Do all 201s have the dual mag? He was asking if it could be converted to a traditional two magneto set-up, and I said I didn't think so, because everyone would do it if possible. He said he's not sure he would've caught the bad mag if I hadn't been there. I said it would be hard not to when you have one mag with no drop and the other mag cutting the engine off.

You may not care about the new features of version 15. I think it's probably simple to detach from the instrument panel, but you have to disconnect the p/s lines, and I think that requires a static re-cert, doesn't it? The fact that the software can't be field updated suggest to me they don't expect new software to be a frequent need. Just bad timing.

Are you on software version 14?

Kevin, I believe The Aviation Consumer is wrong on that. The Sandia doesn't rely on pitot/static inputs to meet the TSO requirements. It uses those inputs for more precise operation, and lacking those inputs it reverts to "degraded mode." This degraded mode still provides sufficiently accurate attitude representation to permit safe flying. There's a lot of hair splitting on this going on right now because of the language used in the Aspen STC. I believe your install is legit--but that and $3 will get you a small coffee at Starbucks.

Kevin, have you found the airspeed, altitude and VS to match the Aspen?

Thanks for the info guys. That's exactly what I was looking for. Follow-up question: have you sent your units in for the software 15 update?

I recently bought one of these (in time to ship it straight back for a software upgrade). Plan is to move the AI gryo to an unused panel hole and put the Sandia front and center as primary. Then if it proves to be reliable, remove the air gyro, pressure pump, and backup electric pressure pump. Wondering if anyone has feedback on how the install went. Already spoke to my IA who's doing the annual, and he's convinced these are only suitable for back-up status. FAA says otherwise, but I didn't want to get into all that. Pitot input, static input, power and ground, with a 2A CB....seems like a half day job or less. What says the group?