I agree, for the reasons you mentioned. And I'll add one more: the fully-integrated avionics systems are very difficult to upgrade with new features. Things like ADS-B and WAAS/LPV approaches were not an easy addition for some of the earlier integrated avionics systems. My pick-and-choose approach gives me a lot more flexibility for future changes. - Martin

Thanks 😁 - Martin

Thanks, Jim. Yes, it's been a journey - but I'm so happy with how it turned out in the end. Hope to see you soon! - Martin

Thank you for the kind words. - Martin

Thanks 😁 - Martin

Thank you 😁 - Martin

I am glad you enjoyed this video, and my IFR videos in general. I'll keep making them! - Martin

Thanks, Steve. I am really excited and pleased with how everything turned out. - Martin

Cool - a cameo appearance! 👍 - Martin

Hi Rick. The weather is horrible here right now. I wanted to meet a friend in Chicago yesterday but had to scrap the flight because of icing, low ceilings, strong wind/turbulence, and snow in the forecast. Brrr - I'm so ready for spring. Stay where you are, at least for now! 😁 - Martin

Glad I can help, Evan - and hopefully you can get back into the cockpit before too long. - Martin

Thank you for the kind words. - Martin

Thanks - yes, I am very pleased with how everything turned out. It's all working perfectly now! - Martin

Thank you for the kind words! - Martin

I think in some ways the avionics is better than a new G36. Air conditioning would be nice - maybe we'll add that when the interior gets a (much needed) upgrade. Of course, right now a TKS ice protection system would be more useful than AC 🤣 - Martin

Thanks, Marty - glad you enjoyed the flight! - Martin

Thanks, John. - Martin

My pleasure 😊 - Martin

Thank you 😁 - Martin

Thanks! 👍 - Martin

Thanks, Ken. Yes, I am still learning about the capabilities of the new equipment, and about the most efficient ways to use everything. But it's beginning to become familiar. - Martin

Glad it was helpful, Tango Kilo - good luck for your upgrade! - Martin

Thanks - and yes, a few clouds, a little rain, but no worries about whether I'd be able to see the runway at the missed approach point. 👍 - Martin

It was short but enjoyable - thank you! - Martin

Thank you, David. Yes, I am so very pleased with how everything turned out. - Martin

Thanks, Steve. I believe that traffic page you are referring to is on the Aspen MFD, not the GI-275. - Martin

We'll see... GoPros seem to have a harder time with Garmin glass than with Aspen. The GI-275 is a stunningly beautiful display - sharp and crisp, and very readable. But until my primary PFD fails, it really is just a backup. Regards, Martin

Yes - it all works great together! - Martin

@@martinpauly on my next airplane (likely a bonanza) .. i will have to give this setup some consideration. -- only change i'd make is keep the IFD's .. love my IFD440.

I agree, and I' still scratching on the surface. I need to try more of the available commands and see what they can do. - Martin

That's exactly the idea behind my screen configuration, Andy. The digital interface between the Aspen PFD and the Garmin GFC 600 is a huge improvement for this setup - I'm glad I got to see the old way (analog interface) so I can really appreciate what Garmin and Aspen have done here. It's fantastic! Now, where's that cheat sheet for the Telligence commands... 😊 - Martin

@@martinpauly I tried the cheat sheet and it gave me your mother’s maiden name and SSA number through the TikTok link 😊 There are more commands than you’ll likely remember. Ask and you shall receive, seek and you will find.

Yes, that's about how I feel! It is great to see all the equipment working together so well. - Martin

I am weighing all of my options for a future full panel upgrade on my plane. Do you mind if I ask your opinion on both the G3X and the Aspen. If you had to do it all over again and had the option to go with the Aspen instead of the G3X would you do it? I was leaning towards sticking with all Garmin because I wanted to keep everything the same but I'm trying to get other opinions before I make my decision.

Thanks for the kind words - I am glad you enjoy the content. Cruise for me is usually 2,500 RPM and wide-open throttle, so I take whatever manifold pressure I get that way. - Martin

@@martinpauly You always an owner taking good care of engine endurance, i am sure that wide open throttle won't hurt in the long run

@@riclam66 Why would it hurt? At my typical cruise altitude (7,000-12,000 feet), power is greatly reduced already. No need to close the throttle and make it even worse. - Martin

Yes, both the GFC 500 and 600 support Garmin's SmartGlide. I haven't actually tried it myself yet - will have to do that one of these days. - Martin

I like your idea - maybe the voice commands can ultimately do the radio conversation with ATC for me. 🤣 - Martin

Thanks! There are a few different apps available which show the D-ATIS, like this one: apps.apple.com/us/app/atis-app/id1498344508 ForeFlight can also do it in the high subscription level. Regards, Martin

Thanks, George. The new cockpit feels great - it doesn't have the redundancy of an airliner, but is probably close in terms of capabilities, with the exception of some things like autoland and RNP AR approaches. - Martin

Some airliners aren't equipped this well.

@@jetdoctn True!

Good idea - the synthetic vision image would really be something to see! - Martin

Thanks, Pete - and yes, I live in Iowa. - Martin

@@martinpauly I picked up your in CR! Bellevue Iowa here!

Yes, that would be nice! - Martin

Occasionally. It's not good enough for much, but an occasional few seconds of connectivity are enough to get weather updates or the digital ATIS for the destination airport. - Martin

That's been asked (and answered) a lot. All Garmin would indeed be the easiest. But I like the ability to mix and match my equipment, so supporting Aspen and Garmin on this project seemed like a good idea. Furthermore, I like the increased redundancy of a multi-screen Aspen system, and there is a lot of information on three Aspen screens (more than on one large Garmin PFD). - Martin

Thanks, Robert. If you already have an Aspen and a GFC 600, my understanding is you can remove an ACU (which provides analog connections to the Aspen) and a bunch of wires for the analog interface. The digital interface probably requires a couple of new wires, but you should save a little weight overall once it's all done. And the software needs to be updated in both the Aspen and the GFC 600. I have not flown approaches enough to see if it makes a difference. Need a little more experience with the new setup. - Martin

😁

The camera stabilization does that. I like how this makes it look like the airplane banks. - Martin

Hi Ted, What you're seeing in my newer videos is Garmin Pilot. - Martin

To keep it simple, I only update the databases of the GTNs - sometimes the GI-275, because it's easy to do along with the GTNs. I don't have a subscription for the Aspens, nor do I think I need one. Charts are on my iPad (and an iPhone as backup). So it's really the GTNs that matter, and they are quite easy and quick to update. - Martin

@@martinpauly Thx for the response. I have the Aspen 2000 Pro Max and a GNX375. So keeping the DBs up to date on those is getting expensive and that doesn’t include the Jepp terrain DB for the Aspens. I have just started using GP so it’s still nee to me and I haven’t bought the Premium upgrade yet. I want to keep charts and terrain on the Aspens since the 375 display is a little small and in case my iPad died on me. It sure would be nice to have common DBs that work on all devices.

@@GrumpyBumpy Yes, a universal database solution - pay once, use on all devices. You have my vote for that! 👍

I know of two iPhone apps which can do that: "ATIS App" and "ForeFlight". It's Digital ATIS, by the way, not Digital AWOS. Pretty much any EFB can give you a digital copy of the AWOS. - Martin

Thanks

Thanks, and enjoy flying twins! - Martin

Probably just because I'm in love with large airports. - Martin

@@martinpauly and nice getting that shout out from the controller!

@@ProPilotPete Yes, that was a nice surprise!

The heading knob is in the Aspen PFD (bottom right) - it sets the heading bug on the HSI, and thus controls the target heading for the autopilot. My engine instruments have not changed in this upgrade; the EDM930 is still where it used to be. - Martin

I wish I could tell you exactly what the game plan is... All I know is in June my contact at Garmin told me all the GFC 600 loader cards would be updated by end of July; then in Oshkosh I learned they were running a little behind - but I have not been given a new date. I agree, this is a frustrating situation, and I've asked Garmin what a reliable release date is that we can all plan around - hopefully not much longer. The system (Aspen/GFC600) is terrific with the new digital interface, so it should be worth the wait. - Martin

Just heard from my radio shop that Garmin just released the GFC600 software update for Aspen. Plane goes to shop in November. So happy!

@@swpdds Yes, that's right - the GFC600 software is finally available for many aircraft makes and models, not just the A36. 👍 - Martin

It sure would be nice to have dedicated knobs for heading, altitude, airspeed, course, and vertical speed. But I can see why Aspen did it the way they did, as one of their objectives was to provide an easy replacement of mechanical HSIs - so the starting point was to use two knobs the same way as one of those. I've found myself confused on a few occasions as to what I was really changing when reaching for the right knob, but I am getting used to it quickly, and I don't think it's going to be an issue for me. The Aspen has space for the FMA at the top of the PFD, but for some reason it didn't work out that way between Garmin and Aspen. Until that changes, this setup needs an external annunciator panel, unless the GFC control head is mounted in the pilot's primary field of view. Regards, Martin

@@martinpauly thanks for your reply. I hope to get to Sun 'n' Fun this year so will discuss the idea of pilot selectable default behavior for the knobs with Aspen as see how the idea is received by them. I will shortly have 4 knobs on my Twin Com you have six on your setup and as you say, as you get used to it, it becomes easier but I bet dedicated knobs would be more instinctive. I would go for Speed, Heading and Alt default behaviors if I could, matching a Boeing MCP (Airbus too come to think of it). Hopefully meet you in Lakeland. Best Phil

Great discussion. Question: What avionics setup(s) available to GA do you think would be the closest to emulating Boeing design philosophy? Especially the MCP, dual-cue flight director, and FMAs. Is there a toggle on the Aspen PFD for dual-cue FD? I believe the Garmin 275 has it. FMAs missing from the top of the Aspen is kind of a bummer too. Now only if Garmin could get the GFC600 to do VNAV PTH 😆

Legally, the GI-275 is not required. However, I feel comforted by the fact that one of my backups uses different hardware and different software, making it less likely that one mistake could take down all units (common mode error). - Martin

Good question... Every now and then I run into something that I think was easier to do on the IFD. But I've also found things that in my opinion are handled better by the GTN. They are both excellent products. My decision to go with Garmin was based on achieving the best compatibility between the GPS and the autopilot. - Martin

It's not a change in model years. On paper, my tanks hold 74 gallons of usable fuel. In reality, mine hold a little over 80 gallons of usable fuel. I have elected to start the fuel totalizer closer to the actual usable fuel than the book number. Regards, Martin

It's not cheap, though the actual price depends a lot on what avionics equipment you have. To get a meaningful number, talk to an avionics shop. Regards, Martin

I wish that option existed, but it would be more complicated - because the "brain" of the GFC500 is a Garmin display. So now you have to integrate THREE things: the GFC500, the Aspen PFD, and one of several possible Garmin displays. Not as straightforward as with the GFC600. - Martin

I hear you, my only option now is an Stec3100

I've been flying for 38 years, and 25 years out of that IFR. - Martin

It's called "Axis Headset" - similar in style to the Halo, but a little more rugged. It sits better on my head, and the mic boom actually stays put (unlike with the Halo, where I had to adjust the mic all the time). It's my favorite headset these days! - Martin

Turns out this conversation was really bad for my credit card balance.

You were not missing it, Tim - for some reason, the Aspen does not show the autopilot modes of a Garmin GFC 600 even though it has the space for it available (black bar at the top of the screen). Instead, I have a separate Garmin annunciator panel above the Aspen PFD, though that's hard to see in the video. Regards, Martin

Okay, sweet with that then. I went the Dynon / Avidyne route in my V35B.

@@martinpauly Sweet set up with that dedicated annunciator panel - probably better than trying to get it all on the Aspen - that’s prime space. I went the Dynon/Avidyne route in my V35B. Hope to see you at the BeechBash. :Tim

That data comes to Garmin Pilot through XM Weather. The overlay is called “Sfc Features” in the app. Regards, Martin

That's pretty amazing, I didn't know XM gives that kind of information. It sounds like it may be worth the pay?

@@LiraNuna I think it's worth it, though I see the main benefit in having super-reliable and fast-updating (every 2.5 minutes everywhere, not just nearby) radar images.

That's a tough question... because I know more than half the time was spent by the FAA, which took way more time than usual for the software approval. I am very happy with how everything turned out in the end, but I also know we should have gotten there in time for Oshkosh 2022. - Martin

Let's start with how NAV mode USED to work, with analog autopilots, and even with my GFC 600 and the Aspen prior to the digital autopilot interface which just got certified between the two. In NAV mode, the autopilot follows the lateral deviation bar of a CDI or HSI - it responds to movements of the needle to the left and right, trying to keep it centered. That works alright for straight lines, including a localizer, a a VOR radial or a GPS-defined line. It does not work for things like holding patterns, procedure turns or any other curved leg - all the autopilot sees is the deviation bar. GPSS can be "faked" with the autopilot in heading mode and the help of an Aspen, G5 or similar HSI. With the digital autopilot interface I just installed, the autopilot is much more aware of the details of the navigation source (or NAV source). It can apply different algorithms for localizer, VOR or GPS, because it knows what kind of signal it's tracking. When NAV mode tracks a GPS NAV source, the autopilot utilizes GPSS coming from the GPS navigator because it knows that is the most precise and most capable tracking it can do. Switching between GPS and localizer NAV sources on an approach is not something the autopilot commands, but the GPS (or the pilot can do it manually). The autopilot will simply start tracking a different signal when told to do so. The GFC 600 absolutely does couple to the ILS glide slope or LPV glide path. The STEC 30 is certainly a big help on long flights, but it lacks many of the advanced features of a modern, digital autopilot. Regards, Martin

Thank you, great answer.

Why not install a G1000NXI in my Bonanza? Well, for starters because there is no such thing for retrofitting a Bonanza. And even if it existed, I would then be stuck with the highly-integrated instrument panel with little ability to make any changes in the future. - Martin

Hallo Frank. Alles von Garmin - das wäre in der Tat die einfachste, aber wahrscheinlich auch die langweiligste Lösung gewesen. Garmin macht tole Produkte, aber ich bin schon froh, wenn ich Geräte verschiedener Hersteller kombinieren kann. Das EDM 930 ist meines Erachtens das beste Engine Monitoring System, das es für light-GA Flugzeuge gibt. Und Aspen baut ein sehr gutes PFD und MFD - auf den drei Bildschirmen kann ich mehr Informationen sehen als auf einem PFD vergleichbarer Grösse von Garmin oder Dynon, und die Konfigurationsmöglichkeiten sind schier endlos. Da Garmin und Aspen ganz offiziell zusammengearbeitet haben, um die Kombination von GFC 600 und Aspen PFD zu optimieren, hatte ich auch keine Sorgen vor Kompatibilitätsproblemen. Gruss, Martin

@@martinpauly danke für deine ausführliche Antwort Martin ,Gruß Frank DEEWX

They can come in handy! - Martin

That "-25" means the traffic was 2,500 feet below me. Good enough to chill in my book. - Martin

@@martinpauly Ah! “25 hundred below” seems to be not really intuitively understandable for me.

@@RubenKelevra In the Flight Levels the last two zeros are left off, FL 250 is 25,000' I believe that's where this convention comes from.

@@tedsaylor6016 No, that's something different. It's "flightlevel 2 5 0" or "down to two fifty". Martin just uses two digit numbers with hundred. That's just a non-standard way of regular talk. So it's e.g. nine-hundred below 1000 and e.g. eleven-hundred above 1000. But if you're not used to that you can missread that speak and assume he's talking about numbers below 1000, instead of above. You know that from the 1800s, 1900s etc. In German that's also still common to hear, but I'm glad to report that it's slowly dying out - I always hated it. There's no advantage of using it and speakers just use it apparently to "sound different".

@@RubenKelevra No, look at the display @ 22:38 it slows the target climbing "^" and "-26" or -2600' below you. Its the standard to display relative ADS-B traffic altitude - at least for Foreflight and Garmin equipment. OK, maybe if Martin verbalized "25 below" that might be a little sinful - but everybody knows -25 on the display is no-problemo.

Pretty standard from ATC. If it’s not an A32X they’ll say “Heavy Airbus 330/350”

Busted 😀

I would grin too if I was on a flight path to CHOO CHOO

@@LiraNuna 🤣