Everything he does "4 GA" get it?

I was wondering the same thing!

Great. How much did that set you back in the end? Thanks.

GTN 750 acts like a MFD, a 2nd screen is not necessary.

benwu7 yes I know, but nice to have a second one...

I count about 60K in equipment, plus the install. So.... somewhere around 85,000 (plus or minus 10%)

+1 - Who installed it?

Kristen, the 1950's called: they want your attitude back. The modernisation of aircraft cockpits, moving map displays and terrain awareness functions in particular, have made a massive impact on CFIT accidents, particularly in single pilot IFR ops. They're the best workload reducing, capacity broadening copilots you could have. Maintaining automation proficiency is just as important as hand flying proficiency and Dave's demonstration of a few coupled approaches doesn't mean the four horsemen of the apocalypse are mounting their steeds. Let's leave 'old school' in the past where it belongs, adapt to & embrace new technology while maintaining the basic flight skills required of every pilot.

@@cjl76 Wow... Is there something wrong with my enjoyment of the flying I did in the 70s& 80s? I was born in 1956 not flying in the 50s. I flew a C-182 with a then modern system that could fly a coupled approach. It would execute a go around with a press of a button. No autothrotle of course. Thanks for your amusing rant🤔👍🤷

the G5 has an independent 4 hour battery backup. In the event of a total electrical failure, the G5 continues to work. Far more people die by vac failures every year. And with the back-up G5, the odds are in his favor big time.

So I also redid my panel with a g500 txi. I kept most of the original instruments, ai, dg, airspeed, altitude. I could get a battery backup all in one but that would cost $6000 or more, and I don't feel it would add much to the presentation of the g500 txi, which has about as much glass as you could want. The other advantages are that these instruments are dirt simple. Airspeed and altitude are driven off the same pitot static system as the g500, don't fail with electrical failure, and are very simple instruments with no real failure mode. I believe mine are original to the airplane, 43 years old. The DG and AI, are, of course, vac driven. However, the argument that "vac failures are far more common" is a canard. The vac system does not have to be reliable all the time, only during the 30 minutes it takes to get you out of hard IFR after an electrical fail, and I am going to have more than one GPS that is battery backed up (tablet and phone). The chances of such a double failure, both electrical and vac, two systems that are driven differently (alternator vs vac pump) AT THE SAME TIME, DURING HARD IFR are sufficiently remote for me.

@@scottfranco1962 garmin autopilot MUST have a G5... impossible to have a garmin autopilot without a G5. So, it's handy that the g5 has a battery backup

@@MrZrryan2 Not exactly true. The Garmin autopilot, the GFC 500, cannot talk to the G500 (any g500, txi or no), so you have to have a G5 to drive it. And so the G500 (txi) has things like flight director, a set for altitude, rate of climb, etc. BUT, since it can't talk to the autopilot, you have to operate it via a small screen G5. The GFC 600, will do it, but costs a lot more and isn't certified for my aircraft. I'm not begrudging the setup, but its a shame the G500 txi can't control Garmin's own autopilot like their other autopilots can, or indeed, the S-Tec 55x can.

@@smis450 I think you need to reread. The vac system and the G500 are complementary to each other.