New panel

[mike_elliott]

2 hours ago, mike_elliott said: Peter, please tell me just which of your planes you fly have either a Garmin Gxxx or an Aspen with SV to compare them to, or is this just a heavily biased opinion derived from hatred of anyone competing with the holy G. At least the SV on the Aspen I fly behind regularly doesn't have the issues you seem to have with your fantasy panel. I will give you I like the G1000 SV the best, but size does matter here.

Mike, since by your own admission hardware matters and size does matter, please answer my question if you can:

When was the last time Aspen updated their hardware? 

Added a larger cooling fan last year...G1000 was updated when? How is it coming along for G1000/stec guys? How about adsb for g1000 guys? Peter, where can these Garmin loyalist go to get relief?

[PTK]

That's a Mooney problem Mike and unfortunately they're dragging their feet. Not Garmin.

[mike_elliott]

5 hours ago, PTK said:

That's a Mooney problem Mike and unfortunately they're dragging their feet. Not Garmin.

Did your G500 ever get installed Peter? By the way, I really find the Aspen to be a joy to fly behind. It does not lack in processing power, or resolution, like those that don't have one claim (sorry Ryan, I really don't agree with your assessment and PTK fodder) I can say that with some authority as I have more than a few hours behind Garmin G1000, G500 G600 and Aspens. All are great. I prefer the G1000 SV over the Aspen SV, but love the Aspen SV anyway. The G1000 size is what makes it superior. The rest of the features don't really need the size. The only people I have heard ding them (Aspen and Garmin) are those that don't have them, much like yourself, Peter. For the record, I don't own and Aspen or a Gxxx panel at this moment. I have, but not now.

[PTK]

Thank you Mike. I value and respect your personal view and opinion very much.

As I do different points of view and perspectives.

 

[ryoder]

I don't mind that people disagree that I think the Aspen is way too low in resolution and hardware capabilities.  The G1000 is ancient tech too.  I sold computers from 92 to 98 and our state of the art $5000 computer in 1992 was underpowered and unusable in 1995.  I get a lot of flack for saying my iPad overheats too.

[gsengle]

For those with flaky attitude indicators, anyone know when the new king unit is coming out?

http://www.bendixking.com/V4/KI-300

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[Guest Mike261]

21 hours ago, gsengle said:

For those with flaky attitude indicators, anyone know when the new king unit is coming out?

http://www.bendixking.com/V4/KI-300

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BK is saying February now...as my AI sounds like a coffee grinder, and needs a viagra to erect...looks like ill be VFR until then.

Mike

[gsengle]

Figured there would be a delay... That's my likely replacement plan when the time comes. Overhauled my 256 a few years ago...

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[Guest Mike261]

5 minutes ago, gsengle said:

Figured there would be a delay... That's my likely replacement plan when the time comes. Overhauled my 256 a few years ago...

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my plan too. don't want to spend on an overhaul when for a little more cash i can also shed the whole vacuum system and the maintenance that comes with it.

 

[gsengle]

Amen. Let us know how the vacuum removal goes/is done, and what weight savings you get...

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[carqwik]

Will be doing the same when the -256 needs its 3rd overhaul (in 15 years of ownership)...can't wait to read the PIREPS from the first guys in the Bravo to go this route. 

[amillet]

Back home in Sequim (W28) with new GTN750, GTX330ES, Flightstream 210 & DAC GDC31.  First panel upgrade since N1084L left the factory (except JPI EDM700). The Encore in the photo posted when I started this thread is now up to $140K in panel upgrades.  Only visible difference is new empty racks installed.

[LANCECASPER]

Looks great!!

[Urs_Wildermuth]

I did my avionic upgrade last year and it will probably be the last one I'll ever do, apart from softupgrades such as adding SV to the Aspen I have and maybe get an engine analyzer at some stage.

That is how my C-Model's panel looked like when I bought it. GNS430 non WAAS, KN64 DME, KR87 ADF, KT76 Xpdr and a KX155 NAV/COM. No AP other than the PC.

A year late I installed a Trigg TT31 Transponder to comply with the Mode S requirement plus a new ELT (also due to requirement) . That is what it looked like then.

Since a while I wanted to make the panel IFR according to Swiss laws. We actually do know a IFR certification, that is you need to comply with quite elaborate rules and regulations to get the paper which sais you now can fly IFR. Amongst the requirements were: Slaved compass system, 2 axis autopilot and (for LPV/RNP as well as ADSB-Out) a WAAS GPS, 2nd altimeter. Also, the KN64 DME is not allowed for IFR so i swapped it for a KN62A which someone had in a VFR airplane and graciously agreed to swap it for a good price.

The GNS430 got subsequently upgraded to WAAS, at the same time I looked at options for the rest. Turns out that installing a King HSI is more expensive than installing an Aspen, even though they can be had for almost free these days. So i went for the Aspen, which also satisfies the need for a 2nd altimeter for which i would not have space otherwise.

The autopilot quest was more difficult. I considered upgrading the PC system to a full Brittain system, but found that all avionic shops around here flatly refused to touch those systems. Period. Nobody knew how they work, nor cared. The next option was the S-Tec System 30. At the airshow at Friedrichshafen I talked to S-Tec and they told me that if I ordered an S-Tec 30 until June, I could get the S-Tec 55x for a small surcharge, so that was a no brainer. What I did not realize however is that in order to properly use the 55x with Flight director and autotrim, this means another $ 6000 to the 19'900 they offered the basic system for. In the end I went for the full setup plus the Avionic Straubing altitude capturing option, which allows the S-TEC 55x (as well as all other S-Tecs with alt hold capability) to capture the altitude set on the Aspen PFD.

That is what it looks like now, apart from the fact that the GPS495 has made space for a 695 on the yoke.

I love the map display of the 695.

On one of the first flights with the Aspen I had a chance to really see what this C-Model with the powerflow exhaust can do. 150 kt TAS at 6500 ft and mere climb power of 25/2500 was really more than I expected to see. I have yet got to do some performance validations in other configurations.

In the end, the whole avionic upgrade was close to $90 k primarily due to high cost of workmanship and "nitty gritty" last minute changes. We did not plan on the remote display because the shop had one they threw in the deal but it was the wrong one and did not do the job, so that was $3500, and the paperwork for the EASA certification added another hefty amount to the whole thing.

The result however is satisfying. The airplane is now fully IFR certified with LPV and RNP 1 capability, which allows flying of all the GPS LPV approaches which we have in nearby Germany and also some here, as well as full ADSB-Out and 8.33 khz spacing (via the GNS430W). I have no problem whatsoever with the display of the Aspen, it is crisp, fast responding and very reliable so far. I might add SV to it eventually, but can't afford it at the moment.

I have been asked why i didn't sell my C Model and buy something "better" with full IFR certification. The answer is pretty much straighforward. I looked at some of the available airplanes in the price range of my hull value plus the upgrade.  Most of those "IFR" machines here, were certified according to RNP5, basic RNAV, some lack 8.33 khz spacing, none of them had LPV and RNP1, none of them had ADS-B out, most had legacy autopilots without flight director. Switzerland mandates full TBO compliance at time of registration, that is engine <12 years and prop < 6 years since last overhaul, which none of the airplanes which came close had. In the end, changing the plane for one which was IFR and had a comparable price tag would still have meant substantial upgrades, so I decided to upgrade my C-Model which has a 300 hr engine and 70 hr prop.

If I were to put this plane on the market, i'd probably suffer a loss of 50-70% of my investment, C models hardly ever go for more than 20-30k € in Europe, this one with the capabilities it has, could maybe fetch 50k €. My plan is to fly it for the foreseable future therefore. If I win the lottery, I might add SV to the Aspen and possibly Monroy Tanks to add a bit of endurance.