Engine Monitor Upgrade - Part II: JPI EDM 930 Flight Test

[@mikeblackford994]

It's come a long way since I got my private in 1965! Thanks Martin.

[@martinpauly]

You are welcome, Mike. Glad you enjoyed it. - Martin

[@castanheiro6170]

Martin, Love your videos! I learn so much every time I take a vicarious ride with you! It's like getting a refresher in cockpit management. I'm an older "Rusty" getting ready to begin flight training again for my Instrument rating. These vids help reconnect the sensory apparatus and I believe this actually shortens the amount of time needed flying. It's often said that the cockpit is a horrible classroom. We learn, read, study, on the ground and then get in the plane to actually practice and sharpen the mental and motor skills. Keep them coming and good luck with the upgrades! It's amazing the technology available to the GA pilot!

[@martinpauly]

It's amazing indeed what we can do in the cockpit these days in terms of having information available which 15 years ago we could only dream of. Thank you for the kind words, and I wish you all the best for your instrument training! - Martin

[@juteint4068]

What a good idea to show us the calibration needed for the gas tanks readings!

[@martinpauly]

Glad you enjoyed it, Ju. - Martin

[@stevecastro22]

Hi Martin, Not only are you improving your situational awareness, but your panel looks much cleaner. Congratulations.....

[@martinpauly]

Thank you Steve. - Martin

[@mikemccarron1162]

Thanks for taking time to display these intuitive videos of these different upgrades, sure helps with upcoming decisions.

[@martinpauly]

My pleasure, Mike. - Martin

[@CitationMax]

Martin, very advanced and interesting explanation of your avionics upgrades. Thanks for sharing.

[@martinpauly]

Thank you - glad to hear you found it useful. - Martin

[@mitchcholerton]

That Dynon panel looked great.

[@martinpauly]

Yes, I think I could get used to it :-) - Martin

[@davem5333]

The Dynon panel would have more financial sense prior to the JPI EDM install.

[@davidstearns9664]

Thanks Martin. I look forward to videos with the new avionics.

[@martinpauly]

Thanks, David. It'l be a while. The piggy bank needs to be fed before that can happen. :-) - Martin

[@erwinb3412]

Thank you for your video's Mr. Pauly , keep up the good work , and enjoy your engine monitor upgrade .

[@martinpauly]

Thank you, Erwin! - Martin

[@EtiRats]

Hey Martin another great video. Still catching up with your back catalogue, so sorry for the late reply. At 15:38 there's a good display shown of the CHT redline value of 460F. Is this a figure you self-configured the JPI 930, or is it the manufacturer's (Continental?) redline value? My Piper Comanche IO-540 has a Lycoming redline value of 500F, but I'm thinking I'd like to know somewhat sooner if CHTs ever got that hot! I guess you can customise CHT alarm limits to personal settings? Thanks, keep up the good work.

[@martinpauly]

Rupert, what you are asking about is a legitimate concern. The FAA in their infinite wisdom has made it illegal for certified primary engine indication systems (primary meaning they can replace the factory gauges) to warn pilots at any other temperatures besides what the POH and the factory gauges say. Personally, I would much prefer an alert at 400 deg F for my Continental IO-550B than at 460 deg F. Regards, Martin

[@Parr4theCourse]

Looking good, these upgrades are awesome, I bet you are beyond happy!!!! Love peeling of plastic protection covers off of new stuff - HA!!!

[@martinpauly]

Yes, peeling off the protective plastic is always a good feeling - I agree! - Martin

[@jetdoctn]

Awesome stuff Martin! Decisions, decisions.

[@martinpauly]

Thanks, Mike! I hope all is going well for you. We missed you in Knoxville this year! - Martin

[@jetdoctn]

@@martinpauly Things are going good busy as always. I hated so much missing Knoxville and seeing everybody. Will do everything I can to be there next year. Hope you and the family are well hope to see ya soon!

[@boilermaker7754]

Thanks Martin, interesting to see all the choices available, amazing technology!

[@martinschmuck5913]

Martin eine echte Verbesserung !

[@martinpauly]

Genau! - Martin

[@CyrilDeretz]

Great upgrade Martin, I really like this JPI. Was thinking to replace my Cirrus alternate instruments with this but the budget is heavy.

[@mcotherman5957]

Have you decided on which EFIS you want? I like the bang for buck of Dynon Skyview HDX if I were totally replacing the panel.

[@martinpauly]

I have not decided yet. I think I could be happy with either one. - Martin

[@NikosWings]

That’s a nice upgrade

[@martinpauly]

Thanks, Niko. - Martin

[@acengineer737]

Martin I like the jpi. The guys did a good job on the instal. I would advise steering well clear of anything dynon. My friends on his 5 sky view panel, 3rd pitothead. Another friend is on his second pitothead. My dynon pitot heat failed the second time I used it. But what I have found the worse thing about dynon were their technical help. May self and a friend queried a dynon auto pilot servo on his RV. There seemed to be to much friction in the control circuit. They provided like to no help and were unhelpful and condescending in their reply. The U.K. dynon dealer helped us out in the end. The same with my pitot heat. When it failed I could not troubleshoot the system with the information provided in the installation guide. Dynon insisted all information need to perform all troubleshooting was contained in the guide. What little information the technical help team provided was plainly incorrect and showed a basic lack of understanding of how their produces worked. In the end I contacted the UK dealership who provide all the information needed they were very helpful (great work Harry Mendelson). One thing I can't fault dynon for is replacing faulty equipment

[@martinpauly]

Interesting - I'll see what other data points I can get around this. - Martin

[@ulephone1918]

Martin, Your video at the Glass Panels demonstration was quite interesting. My observation between the Aspen and the AVADYNE system, would continue with the upgrade using AVADYNE. Your panel already have the AVADYNE 550 and the 530, which is easier to merge together without additional boxes. That I would recommend you to take a look into it.

[@rodpierson4444]

Great Video, noticed you have the left and right fuel quantity shared on one gauge and the other gauge show fuel remaining, is this a custom feature you had your installer request? The EDM 930 my mechanic ordered didn't offer a choice.

[@martinpauly]

The fuel gauge which shows left and right is the actual fuel level in the left and right tank, as measured by the floating fuel senders in those tanks. The one combined "Fuel Remaining" indication is the totalizer: You set it at startup to the number of gallons in the tanks; then my JPI EDM subtracts continuously what is consumed from that starting value. That way, you can crosscheck the very accurate computed fuel remaining against what's left in the tanks (less accurate). I once saw a big mismatch; landed only to find out I had a fuel leak! Your EDM can be configured to show different things. You should talk to your mechanic to make sure you get both indications, fuel level in each tank plus the computed fuel remaining. - Martin

[@almarasco8088]

Martin I’m going with the Aspen pro max 2000 once it’s completed you can check it out. Plane is getting painted the the Aspen install.

[@martinpauly]

I bet you'll LOVE that panel, Al. - Martin

[@TheDamian418]

The Aspen seemed more cost effective - you can keep a lot of what you have and not a lot of duplication. The Dynon was a nicer looking system, but looks like you may pay again for something you just upgraded.... thanks for sharing!

[@martinpauly]

You bring up some good points - I generally agree, though I don't think these are huge needle movers. I could still see either system work out great for me. Other things need to be considered: dispatch reliability, expected compatibility with current and future avionics equipment, autopilot growth path, etc. It's far from decided! :-) - Martin

[@insideoutdad]

the Aspens have changed since I brought my plane. I do like my Aspen system and the company has been really good to me. I have had 2 failures which keeps me purchasing the insurance. Since the error last year they have performed well and he is right about the approaches very easy to link up, setting min is great. The gpss takes time to get used to. Can’t complain with the system.

[@martinpauly]

Good to know, Paul. Thanks. - Martin

[@marklawton1795]

Thanks Martin! Great work as always. Looking forward to flying to Cedar Rapids sometime in the future and having lunch. Present bird (Warrior) is a little slower than your Bonanza but - hey, it flies.

[@Metalgearmadness]

I have enjoyed my apsen so far, it gives me a mix of glass and conventional gauges.

[@martinpauly]

That's what I hear from pretty much every Aspen owner. - Martin

[@berndl]

Großartig dargestellt und dokumentiert, vor allem die beiden Glascockpits! Denkst Du nicht auch an einen der neuen digitalen Autopiloten?

[@martinpauly]

Da denke ich oft dran. Aber erstmal muss ich jetzt wieder das Sparschwein füllen. :-) Gruss, Martin

[@RPaulTostenrud]

The double Aspens are nice for the redundancy, but if you have to keep the vacuum pump for the autopilot, then the single Aspen would do what you need and keep redundancy, and vacuum pump change outs :) The dynon looks nice, but you already so much of what it offers done, granted you could get a nice autopilot out of it. Personally, if I was looking to refit the whole panel I'd go dynon. If I already had the stuff you did, I'd probably go Aspen. You can add the second aspen display later when you ditch the vacuum pump and put in a DFC 90 or STEC 3100. One opinion.

[@martinpauly]

Those are good thoughts, Paul. You are right; I probably don't need a lot of what the Dynon offers because I already have it elsewhere - except the autopilot. And while I would LOVE to have a DFC90 (they are phenomenal), I don't have STEC servos in my Bonanza, so I don't believe the DFC90 is an option for me. Regards, Martin

[@rptosten]

Single Aspen, STEC 3100. Boom. :)

[@GaryMCurran]

Paul, start looking at the price sheets for both units, and you'll find out just exactly how less expensive the Dynon system is over the Aspen. If you want to redundancy of the Aspen, you must buy at least the Evolution 2000 system, not the 1500, since the MFD in the 1500 does not have an ADAHRS in it. The Evolution 2000 is $19,990 before 'options' Next, if you want synthetic vision, add another $3,000, then add another $800 for any follow on displays. Then, add another $900 for Weather and Traffic avoidance, but oh yeah, you need to have a WX-500 and an ADS-B In to get the information. So, whatever those cost. Then, if you want to integrate an autopilot, you can, for another $3,000, get an 'unlock key' for the Genesys 55X rate based autopilot and then interface unit, but then again, you need to buy the 55X autopilot. In another reply to Martin, Dynon with a 10" display, a 7" display, dual ADAHRS, full Autopilot, ADS-B IN and weather input, networking cables pre-done, came in at about $23,500 plus installation, Figure about $11,000, according to Dynon. Aspen, for the Evolution 2000 system, is $20,000, plus $3,800 for Synthetic vision for two displays (standard on the Dynon), another $900 to unlock the capability to use L3 Lightingning information and traffic. Then, if you want to spend $800 more, you can unlock to use the Lynx Transponder Martin already has in his airplane. At this point, we have a two panel display that gives less space than the one 10" Dynon, and costs $4,000 more, with no autopilot. You can figure the installation costs are going to be about the same, except of course, you'll need to pay for the installation of the autopilot, once you buy it. So, yeah, give up an entire 7" display, or maybe we should call that giving up a 10" display, since you would need the 2500 system to get the same amount of real estate the 10" gives you, and an autopilot, better integration for $4,000 MORE? Yeah, I don't think so. Download the Interactive Excel Spreadsheet for the Bonanza, and figure the A36 isn't going to be that much more expensive, www.dynoncertified.com/index.php#pricing Then, download the pricing sheet for the Aspen stuff. aspenavionics.com/pricing TO ME, if I was planning on a panel upgrade, especially with full certification with the A/P coming in the next few months, Dynon is certainly the value and price winner in this contest.

[@RPaulTostenrud]

@@GaryMCurranYou can keep redundancy with an Aspen 1000, on the cheap, because you'll keep the vacuum system. It will play with the C3 autopilot and add GPS steer. The unlocks are nice, but the lynx already provides a display source for the the ADSB in data. Syn vis is already on the IFDs, IIRC. Part cost is about half. I presumes the Aspen is Doug's P2 Baron is similar to this, so Martin has some idea what it would be like. It really depends on the mission. If replacing the autopilot is part of the long game, then Dynon is a more cost effect solution. If the goal is just to get some glass, the entry level Aspen can do it for less.

[@GaryMCurran]

I'm curious, Martin. In the installation manual, "The RAD is located directly in front of the pilot. . . " Every other installation I've seen has it basically on top of the ADI. I'm wondering, not that I expect they would, but if a FAA inspector looked at that, would they ding you for where it is? I asked in the previous video, and no answer that I recall. As to the glass panel, I think the Dynon is your best bet, with the Autopilot when it's certified. If the certification is by the end of the year, that's only a couple of months away. Replacement of that Century III would be really nice. Of course, a 10" display and a backup 7" display/MFD/AP controller/etc., will probably mean relocating the EMD930 either up or down. However, for what you get from Dynon, I think it would be well worth relocating the -930 for the opportunity to have two displays. My two cents, and your thousands of dollars. :-D

[@martinpauly]

Gary, thanks for your comments. I agree, the Century III is not going to last forever, so my future EFIS solution should take an autopilot upgrade path into account. For the RAD location, we discussed this extensively before finalizing it. What is the definition of "directly in front of the pilot"? If you look at AC 25.1322-1, which defines (among other things) the "primary field of view" in which warning instruments shall be located, my install meets those requirements. The RAD is not far off from the center in my panel. If it's good enough for Part 25, it should be good enough for my Bonanza - I hope. Best regards, Martin

[@GaryMCurran]

@@martinpauly I wasn't sure. It's your airplane, I'm sure it fits in YOUR primary field of vision, which meets the definition.

[@rigilchrist]

In flight the ammeter is still showing a -2A discharge?

[@boilermaker7754]

Bob, I noticed that too. You might expect that at low rpm, but in cruise flight you would expect more than that.

[@bernardc2553]

@@boilermaker7754It shouldn't be Dischargeing at all in cruise wiring or Regulator issue I'd say

[@boilermaker7754]

@@bernardc2553 yep, should be a positive number when the engine is at normal cruise rpm....the only other reason I can think of is the battery is fully charged and we are seeing a small percentage of meter error.

[@Rift45]

Great stuff Martin! Very informative

[@martinpauly]

Thanks, Phil - glad you enjoyed it! - Martin

[@StefBelgium]

Awesome video Martin!!!! Thanks so much

[@randyeno2525]

Very informative video. Thanks for sharing.

[@martinpauly]

Thanks, Randy. - Martin

[@jamess6656]

Off topic of the video, but what is your favorite Eggs Benedict at The Jet Room. I flew in there today and had the Southern Benedict

[@martinpauly]

Hi James, I usually do the traditional Eggs Benedict at the Jet Room, with Canadian bacon and Hollandaise sauce. I've never been disappointed. :-) - Martin

[@RubenKelevra]

I was wondering if one of those new PFDs can display the angle of attack, which can be very useful on low speed approaches.

[@martinpauly]

I know the Aspen has an AOA option for their display - computed, without an AOA sensor. I see Dynon has an AOA sensor as an option, but I can't tell if it's available for their certified product or just the experimental version. Regards, Martin

[@RubenKelevra]

@@martinpauly I wouldn't go for the Aspen system. The UI is pretty cluttered and the knob and touch UI of the Dynon system is much more similar to your current systems. I would recommend to photoshop each product in a picture of your plane and take make sure it looks good and makes a good UI overall. The reason I asked for an AOA display is the prominent display of AOA in the ICON aircrafts which looks pretty dope: kzbin.info/www/bejne/aKjPp6OAgciZY6M

[@brentnorman464]

Excellent video but you flew the plane to burn off fuel but you did not describe how you drained the remaining fuel. How did you do it?

[@martinpauly]

Hi Brent, I flew the tanks dry. Only one at a time, of course. I would not suggest to do that on a routine basis; however, it's a good idea to do it at least once so as to learn exactly how much fuel can be consumed from each tank in flight. You might be surprised how much this can differ from the book value. Regards, Martin

[@jfrotlund]

Once again ... Very informative and great input !!! Thanks Martin !!! I am still struggling around my choice on the EDM900 contra the EDM930 for my Mooney with a lot lees panel space that you have in your A36. Anyway - regarding your next upgrade; I already have the Aspen Evolution 1000 in my Mooney here in Denmark, and I am a HUGE fan of this !! It just works and is easy to use, once you get into all corners of the Aspen... However, I also really like the Dynon Skyview HDX solution as well !! Maybe it´s a little "overkill", since you already have great GPS and engine instruments in your A36. But I love the way the autopilot is integrated in the Dynon solution even though I am a fan of Aspen !!! I will be eager to follow you on what your choice will be.... Aspen or Dynon ?!? ;)

[@martinpauly]

Oh, the suspense! :-) It'll be a while before I make that next step for my panel, so I have time to think about it. As for 900 vs 930, I thought the bigger display of the 930 would be easier to read, and I have plenty of space for it. - Martin

[@evanmorgan1926]

How did you go about draining the tanks for calibration? Did you just open the fuel sumps and put the fuel in fuel cans?

[@martinpauly]

We actually started by flying the tanks empty.

[@BonanzaPilot]

Did you get the Cies fuel senders? I'm having a 930 and Ceis senders installed right now

[@martinpauly]

No, I left the resistive fuel senders in place. They work just fine in my Bonanza. Should they ever need to be replaced, I think I'll go with CiES, though. - Martin

[@BonanzaPilot]

@@martinpauly Thanks. I had one side that was basically only good for full and empty and my bladders needed to be replaced anyways. It just made sense to have the Cies ones installed. I was curious if what you had there were Ceis or not because it looked pretty accurate! Thanks

[@martinpauly]

@@BonanzaPilot I believe CiES is a great choice if your existing senders don't work. They are expensive, but everyone loves how accurate and reliable they are. - Martin

[@evanmorgan1926]

Hi Martin, love your videos! Any comment on how much you can really trust your new fuel gages? It would be nice to fill my Bonanza to half tanks easily, but the old style fuel gages are unreliable and there’s no way to dip the tank to confirm half capacity since the fuel caps are located on the upper end of the tank. Do you have a technique for getting half tanks?

[@martinpauly]

Hi Even, Thanks for the note. I still have the resistive fuel senders, which I left in place from the prior setup. The new CIES fuel senders are said to be more accurate and more reliable, but they also cost a lot. I generally have found my fuel senders to be quite accurate, actually (with the previous digital level meter I already had), but I haven't tried to rely on them for filling the tanks. I use the tabs in the tanks for visual reference (full, -5 gallons, or -10 gallons) or I rely on the fuel totalizer to know what's left, then add accordingly. Those methods have always worked well for me. Best regards, Martin

[@Marauder92V]

Martin Pauly I have the CiES in my Mooney with a JPI 900. They are extremely accurate and eliminated the “fuel mismatch” error that I would periodically get with the resistive senders. I am running them in frequency mode. Just a comment on your fuel sender calibrations. Couldn’t tell from the video whether you leveled the plane to the angle of attack as specified in the installation manual. I ended up jacking the plane a bit and deflating the nose wheel to get it in this angle for the calibration.

[@billkline4077]

awesome, love the aspen I've been using it on my flight sim.

[@martinpauly]

Thanks Bill. - Martin

[@bigmotter001]

Very nice. Take care.

[@martinpauly]

Thanks, John.

[@Corsair0829]

Martin, another great, and informative video. I was wondering if your JPI has engine limit alarms that you can pre set, both audible, and visual? Also, thanks for sharing information on the Dynom and Aspen displays.

[@Marauder92V]

Corsair0829 The JPI 900 & 930 are both primary engine replacements. The airframe engine parameters (like the oil temp low and high pressure limits) are programmed by JPI when you purchase the unit. You need to send them the parameter limits. There settings that the pilot can set for personal limits for some of the engine gauges.

[@RubenKelevra]

I would go for the first system. The UI is much cleaner and and much more thought thru. The second system was cluttered as heck.

[@pilotreefer2930]

Martin, Does the magenta line from the Avidyne shows on the Dynon Skyview?

[@martinpauly]

I sure hope so. The flight plan from the GPS/NAV/COM should be displayed on the MFD/map display. - Martin

[@cpuwolf]

hi Martin, you just ignored the little bit overflow of RPM?

[@martinpauly]

Yes. It's approximately 2% over the red line. In a mechanical tach gauge it would be hard to notice. - Martin

[@ThePudgie123]

Thanks for this vid! ....no one is mentioning weight savings with an all glass panel. I would think that would be considerable....and zoom you in to the 22nd century....or the next software upgrade. :-)

[@martinpauly]

Around 3 pounds for the engine monitor - I bet an Aspen or Dynon could save even more. - Martin

[@ThePudgie123]

@@martinpauly ....thought I saw a posting of someone who dropped about 65 lbs by eliminating all the steam gauges, vacuum system, etc. ....hopefully, I didn't dream it. All the Best, Emil / Pudge

[@martinpauly]

@@ThePudgie123 Hi Emil, for a complete panel do-over, I can see that kind of number happening. That's 11 gallons of gas, or almost an hour of extra flight time at cruise for me. I would take it! Or I could lose some weight, wouldn't be too bad for me. :-) - Martin

[@nate98ify]

Martin, why not Garmin?

[@martinpauly]

Garmin makes decent equipment as well, but a few different reasons steered me towards Avidyne. The IFDs are tray-compatible to my old GNS units, so the upgrade was very easy to do. Avidyne equipment is generally speaking more compatible with other stuff, whereas Garmin has a reputation of being compatible only with other Garmin equipment. And in terms of capabilities, the IFDs with a real FMS under the hood have some advantages. - Martin

[@brentmcmahon8188]

What’s the price on these for a 6 cylinder ?

[@martinpauly]

There are many different configurations, so rather than give you a number, I'll refer you to JPI's website where they publish the equipment pricing. Also, these engine monitors are somewhat labor intensive to install, so get a quote from a shop or mechanic as well unless you are planning to do the work yourself (which I understand many aircraft owners do, with sign-off from an A&P). Regards, Martin

[@benwu7]

what is that small digits display box for RPM and MP? Does that come with JPI 930?

[@martinpauly]

It's a redundant display of the just the most important engine parameters (think RPM and manifold pressure), so that in case of a display failure on the main unit you still have an idea of what's going on. It comes with the JPI EDM930.

[@daviddefelice6997]

Martin, After the wires were switched around, it appeared that the charging was fluctuating between -1 and +1 amp. Is that normal? I would have expected something more on the plus side due to the increased engine RPM.

[@martinpauly]

Well, to be honest, I don’t know if that is normal or not. I have not flown another airplane with this type of engine monitor before. Regards, Martin

[@daviddefelice6997]

I’m no expert, but your amp gauge is showing a discharge at high RPM. I don’t believe that is normal. A faulty alternator is one item to have checked. Please at least speak to your mechanic about it. I don’t want you to have a battery failure in flight. For the record, I truly enjoy your videos. Very informative.

[@Marauder92V]

David DeFelice The JPI can be set up as either a load meter or an ammeter. If he has it set up as an ammeter, it certainly doesn’t look correct. My JPI 900 is set up as an ammeter will show a positive amp when everything is running and the alternator is online. If I pull the field breaker, I will see a large negative showing the draw from the avionics and lights. His charge voltage of 28.4VDC looks correct so I wonder if it is wired correctly as an ammeter (ex. proper shunt, etc.). If it is, then something is not correct.

[@h2oski1200]

what would you say you're leaning towards, the dynon or aspen setup? I currently have 1 aspen and I really like it but either the dynon or g3x with engine monitors (since I need that as well) would be sweeet!

[@martinpauly]

I think I could be very happy with either one. I like the simplicity (and lower price) of the Aspen. At the same time, the Dynon will offer a nice autopilot upgrade along with the nicer screens. Given the avionics I already have, I do not see a clear winner between these two. - Martin

[@GaryMCurran]

@@martinpauly I'm not sure where you are getting the lower price for the Aspen system. Dynon has a very nice Excel spreadsheet on their website for the V-Tails, and I'm pretty sure that the A36 should not be that much more expensive. Configured for your aircraft, which means no engine monitoring system, a 10" and a 7" display, Autopilot, no comm radio, since you have the Avidynes, the backup D10A and the STC, comes in at about $23,500. The Aspen 2500 system is $25,000, has no autopilot, and both probably will cost you about the $11,000 or so Dynon is quoting for installation. You WILL need a new panel for the Dynon, whereas you could reuse your current panel, if you wanted to, for the Aspens. The Dynon pricing also includes the ARINC modules for each Avidyne, and all the networking cables to run everything.

[@Marauder92V]

Gary C Aspen has been been pretty aggressive on pricing as of late. They are feeling the pressure of the Dynon, G3X and the G5 introductions.

[@GaryMCurran]

@@Marauder92V of that I have no doubt, but as i replied to one individual, per the price lists on each website, which may or may not be accurate in light of pressure from others, I would have to get an Evolution 2500, with every option AND an Autopilot for their $25K listed price to match the Dynon system. Insofar as I'm concerned the G5 systems don't even play in this league, although the G3X certainly does. But, find my one reply where where I told Paul that a $20K Evolution 2000 system is going to add $8,000 worth of 'options' to get to the level of the Dynon system, and that's without an autopilot. Right now, NOBODY in the certified market can touch Dynon feature for feature and for value, no matter how much they discount it, unless they start giving stuff away.

[@Marauder92V]

Gary C Do you own a glass system? Street prices are a lot different than their websites. I have done extensive upgrades and I can tell personally, I haven’t paid anywhere near list price. The introduction of the G5 is playing a HUGE role in competing for the single AI/DG business. They are taking business away from Aspen since their competitor in this market is the E5 which lacks an HSI. And with their new added features, they are making it even more challenging. If Martin heads down the Aspen path, he will be fine with a 2000 system because of his Avidyne displays. His Lynx will feed traffic and weather onto the Aspens as well as the Avidynes. As for the selection, it’s all about integration. Martin - when you’re ready for the glass portion, you’ll need to look closely at the integration capabilities. Telling you something will integrate isn’t the same as it will. If you are ready to drop the extra money on a new autopilot, you should look closely how everything will integrate. When you selected Avidyne navigators over Garmin, you saw that your Lynx FIS-B output was available on your Avidyne boxes. It wouldn’t have been on the Garmin (ask me how I know). The challenging part of multi-vendor systems is making sure everything integrates and if one box has a firmware changed, it doesn’t ripple effect into the others. There is where Garmin’s strength is on their completely integrated solutions. Of course, you’re paying for that privilege. Good luck on the search.

[@theovanvliet3988]

On final, at 9:50, your right tank is empty.

[@martinpauly]

Yes, it is. :-) - Martin

[@tedmeeuwsen712]

If you are used to and happy with a six pack, I find that the large screens are too busy with needless information and pictorial stuff. That's why I feel more comfortable with the Aspen AH and HSI. In real IFR conditions it better to keep it as simple as possible.

[@koolhand885]

The Aspen Avionics guy said he's been wearing that shirt for "12 years". It's time to take it off and wash it.

[@StrikerSG]

Now it's time for a glass panel.

[@martinpauly]

StrikerSG That’ll be the next step, yes! - Martin

[@mountainmarauder2575]

I was trying to figure out why you were able to put in more fuel than expected at the "top off" during the calibration procedure. At first I thought you had drained the tanks completely and forgot the unusable fuel but I went back through and you stated that you started with the 3 gallons of unusable fuel. So, did you completely drain the tanks and then add 3 gallons per tank? We just installed new fuel cells in our S35 and are considering the JPI 930 upgrade and want to have as much accuracy as possible. BTW-Well done informational videos! Have you done a front windshield replacement? Would like to see a video on that as well.

[@JlerchTampa]

Next on Martin Pauly: "Out with old, in with the new. Aspen install Part I" /s

[@martinpauly]

Something like that, yes. But it'll be a little while... - Martin

[@johnnytoobad7785]

My only comment here..I hope the software in the new panels are *NOT* powered by MS Windows. :)

[@martinpauly]

Johnny, I can assure you there is no Windows in these boxes... nor iOS, ChromeOS or anything else off the shelf. But you probably already knew that. :-) - Martin

[@boilermaker7754]

If Bill Gates had a dollar for every time Windows crashed he'd be a millionaire. :)

[@bernardc2553]

@@boilermaker7754 LMBO!! ;-)

[@mikemonce1405]

I'm a fan of the Sky-view system. They need to just get it certified for the M20's And i'm getting it.

[@berndl]

See: www.ifr-magazine.com/issues/34_12/features/High-End-Autopilots_1524-1.html

[@cannon440]

$6000 plus installation? OUCH.

[@gmcjetpilot]

JPI... I would ever buy their products due to their business practices...