MIm20c

It sure seems like the rebates are in effect almost the entire year now... however, I think the number of panel overhauls right now is plentiful and adding a primary gauge is smart thinking for many owners.

With a g5 setup (hsi vs dual cdi’s) I would put it on the left side top hole no question. Move the indicators above?

I’m also curious what the upgrade set you back...

Anyone have a new link for the podcast? @Andy Smith I’m glad Aspen added the hsi to the E5. I really think it was necessary to compete in this market.

Not disagreeing with you at all. In fact I have 430W in my C and have been considering the same upgrade for the past two years. Noticed the aggressively priced 210 on BT a couple weeks ago 5 mins after it was posted, came within inches of buying a used 440 from Chase a year ago, and have plenty of room to add a larger screen. My avionics budget has been diverted to another plane so I’ve remained in the holding pattern. However, in your shoes right now I’d probably sell your 430W right now and buy a used 540. He delta between the two is exactly $5k. For reference that is $700 cheaper than a 430W to 440 dealer trade in right now. IMO the 540 vs 440 equipped plane will book out $4k higher...

For gpss you will need the Stec 901 adapter which (luckily) has fallen in price lately with all the pfd’s being installed. The Stec 30 is not capable of vertical navigation only altitude hold which will not change with a WAAS navigator. Personally, with the value of non WAAS 430’s dropping into the low 3’s I’d spend the flat rate repair fee (while Garmin is still offering it on 14/24 non waas units) and have a nice gps/nav/com that might last another decade or two.

Used 430w’s are still in the 5800-6k range. If you add 6k to that you are in the used 750 range. For a 3k delta I’d buy a 440 no question. However, if you are approaching the 750 price range spend a little extra to have it installed. ...having said all that it still doesn’t give to remote entry but it does do airways.

Depends if your wife is the CFO or not. Mine? The increased safety reasoning works every time.

Contact http://www.blueskiesaviation.aero/ and ask to buy the paperwork.

Congrats! The big Garmin panels are selling these planes fast. IMO right now 100 percent of the large pfd upgrade cost is recouped at time of sale. The 98-99 vintage encores will always be sought after imo as well.

I think his suggestion is shops might be using parts availability excuse to put current customers in the holding pattern (with deposits already cashed) while they sneak in a few more/new customers. Currently dealing with that and I’m about to shake the tree...or grab a chainsaw.

So is it a secret where you want the partnership located?

Very good info. I wonder if degraded means lost waas or is down a few satellites? Also curious if the ifd or gtn would allow a lpv or non precision gps approach in that mode. Third question, and obviously where I was headed, at what point of degradation does the gfc kick out of coupled mode?

Don’t give in! Little bit of an old boys’ club around here with regards to “likes”. Me? I just give them hell and use likes to calm the situation before ignition. Many of the heated discussions on MS can be traced back to Aspen vs Garmin owners...this recent bout is no different. @LANCECASPER I’m still very curious how many times your certified gps notified you of a signal loss during your recent flight.

Well my parents did say they dropped me on my head a lot when I was a baby...or are you referring to the fuel cap in the picture?

IMO it’s a race to gain as much market share as possible. It also sells a lot of full panel upgrades as well...Garmin units. Dribble out the upgrades keeps excitement/buying high.

How many times during the flight did your IFD notify you of a GPS failure? Available gps approaches does not dictate when the gfc can couple. Having said that I would want to practice that type of failure on approach just to be sure I was ready to take over (controls or knobs).

That is a software and paperwork limitation used for faster certification and performance testing to Garmin’s standards. Nothing prevents them from phasing that limitation out in the future like... ...g5 limited to experimental only...no interface to analog AP’s...no FIKI...not certified for backup use...etc I’m curious if they could download AP performance data from the thousands of hours soon to accumulated by the 500 and help modify/tweak the software to make it better (model specific).

These changes are not going to be helpful for “higher risk” pilots trying to get into or remain in this hobby...

I use the squeeze bottle tri flow. Works well but does need to be reapplied every 6 months or so to keep it really slick.

I’m not lucky enough to own a rocket but they look like they are adjusted pretty wide. How are the cyl temps? Any pics of them open...do they look like this

I think this trip is a good one for LR tanks where you can safely land in PR direct. What were the extra landing fees in PR? I have to say many of the Caribbean destinations are less stressful (expensive) burning air miles vs LL.

My guess is (and I think you’re saying) the direct connection to the aspen would provide baro corrected altitude and preselect interface replacing the 297/130(a). However, I think the ea100 will still be necessary for attitude information.

The par200b really looks like a good deal imo. For an extra $800 you really get most of a 450 with a com unit. Extra space or not I’d probably go that way.

Put some numbers down so we can be more helpful. 80 hrs in type is not going to really help on a expensive, HP plane...250 maybe...500 probably. Insurance carriers are not giving huge discounts for things like IR etc any more. What is your ( and partners) TT and retract time and current premium?