No..it will only work with digital radars.

John,

Unless you have a UL issues:
-- Keep the Radar Altimeter. It is a nice backup if you lose static pressure.
-- Keep the radar, great for weather avoidance.

Before installing the Stec, I would go to A/P Central after I have really tested the electrical stability of the system. Start with some simple test of the over voltage relays, paralleling circuits and voltage regulators (I found a few items not installed correctly chasing this down). From what I have read older A/P systems (e.g. Century IV) are very voltage sensitive.

I really like the two additional Aspens for the following reasons:
-- MFD #1 is an EFD1000 which is the backup PFD.
-- MFD #2 left in a three panel view. Lower large window is SVT, two small windows above are traffic and terrain clearance. This gives me great situational awareness near the PFD without interfering with the PFD.
-- MFD #1 is normally in map mode zoomed out to show 100-200nm. I zoom in when nearing the airport in VFR conditions. When shooting an approach, I zoom in the chart to show the vertical profile on the MFD. I then have my key altitudes near the PFD.

Before installing the EDM 760, verify it can replace the primary engine instruments. I thought the 760 was not considered primary on the Aerostar due to the AML not including planes over 6K but have not gone back and verified.

Unless money is burning a hole in your pocket I would not install the GTN.
Let me know when you are headed to/from VA. You can swing by SCX and look at the triple Aspen's in my plane.

Tim

Re: Garmin vs. Avidyne... read up on the Aspen Connected Panel concept since you're already planning at least an Aspen PFD. If that sounds like something that is appealing to you, then understand that the latest Garmin GNS-x30W software doesn't work with the Aspen Connected Panel, nor does the GTN series. Avidyne and Aspen are collaborating, so we would expect the yet-to-be-delivered IFD-540 to work very well with an Aspen. Another bonus is that it will slide-in to your 530 tray, and thereby reduce your installation costs. An Avidyne rep told me a couple of weeks ago that it will deliver this year. I didn't ask how far behind the -440 unit it...presumably some time next year and it will slide into the GNS-430 tray. I spent amount 10 minutes with the -540 and was impressed. Lots of intuitive features and a good interface. I have not spent any time with a GTN 750/650 yet, though.

Flip side, Garmin 750/650 or W-upgrade are available now, and you can expect they'll work very, very well due to Garmin's performance record. If you want to get everything done soon vs. incremental upgrades you don't have many options.

An interim solution might be to do the WAAS upgrade on the existing units and enjoy WAAS benefits and then later install the Avidyne 540/440 combo when they're both on the market and re-sell the Garmin WAAS units as they'll surely still be commanding good money on the used market. You probably would not get all of the W-upgrade cost back, but certainly half and you'll have the "use" of WAAS in the interim.

I would also look at the -330ES transponder or equivalent in order to get the full benefits of ADS-B *in* (ie traffic and weather) on either a portable device or panel-mounted device of your choosing. I installed the -330ES a few years ago when my KT-76 died, and am about to try ADS-B via GDL 39 + Android tablet on a very long XC this week. I still have my XM on the 496 going and want to compare/contrast the data.

John,

One (of many) of my favorite features of the GTN750 is loading airways. But I have really grown to love it for everything it does. I have a 530W too and it is a boat anchor compared to the GTN. I have the G600 as well and if I had to choose between the G600 and the GTN, I'd pick the GTN. For me the G600 syn-vision is its best feature - I fly IFR in the mountains and I find it comforting to know where the mountains in relation to me.

John,

When ever people mention entering the airways I say so what.
JGreen and I do a lot of similar flying from the middle of nowhere to a major metro center (in this case both of us go to the DC Area). In the case when you are heading to DC you fly direct to destination until given a STAR to follow or one or two crossing points mostly for altitude restrictions. When leaving, about half the time they give you three intersections and then direct or give you an airway and then give you direct once in the air. I have flight plans stored in the GNS for those specific situations. So at the end of the day, airway entry is largely useless for me.
The only place I could see using airways would be useful is if I start to fly in the NE more or between major cities in the NE.

Tim

John,

With any new to you airplane, don't jump too quickly into a big panel upgrade. You will be bringing the a/c mechanical issues, tweaks, adjustment into line for a while, just getting it to a good reliable state... I'd just update the audio panel, WAAS updates, the engine monitor, have Autopilots Central bring your ap alive and well...the C-IV is a fine ap. Then fly the airplane for a while as you are doing all the above.. Enjoy it, you will change your mind several time on what you think you might want, might really want and what you can live without... Plus you will have a much better scheme in mind where you want the stuff located... You can sink a lot of AMUs in the panel, you want to be happy with it long after you do it with few second guesses on some early quick decisions. Getting some ideas and opinions is very worthwhile, especially on this forum and the Aerostar forum. Just keep in mind, you will write the checks and live with the results.. Picking the paint and interior was always easier for me than the "panel" was... You live, work and stare at the panel nearly all the time, make it right for you, and that may or may not include the latest and greatest, bleeding edge technology.. What ever works you you my friend. I'm in the middle of all the above on my present Aerostar.. Did a working reasonable update on panel... AirMod doing interior at present. Lots of minor stuff to do before paint this winter.. Then At some point update the panel later....maybe sooner than planned, but probably much later.. And it's not about the AMUs, you want to be in a position that you are happy with whatever decisions you do make... And Good Luck!

Nathan "Dirt" Davis..
KOKK

The message above was not checked for grammar, spelling nor punctuation..

Thanks to all for the input. I think Nathan gave me some very good advice; slow down. Getting this airplane up to my standards has been a little tedious, thankfully not toooo frustrating, just tedious. There have many small items that have added up to a larger one.

I think, for now, that I will do what Nathan suggest, with the possibility of an Aspen PFD simply for reliability over the old HSI.

Today, I deliver it to the shop for the EDM 760. One more down, lots to go.

The good thing is that the A* is the airplane I hoped it would be, and surprisingly efficient to trump.

And Jeremy, thanks for the PM. I will be sending you info in a couple of days.

Jgreen

Well put, Nathan!

Did I miss the JGG A* pictures?

John, you know the rules!

I use the airway feature on my 480 every time I fly in the northeast. Pretty much a requirement. Otherwise direct works quite well.

Marcus,

The A* needs paint. I mean it really NEEDS PAINT. I have had a new scheme professionally designed and am scheduling the paint date now. Problem is, I really need the airplane from now to November.

What sold me on "this" airplane was that it had never been out of annual, had received "get by" maintenance from a reputable shop and flown at least every now and then. Hmmmm, that didn't sound too good did it? Well also, 2600 TTAF, 600 SMOH engines and props and every Machen conversion available (except the 350 hp engines which I didn't want). The Machen conversions, intercoolers, iconel exhausts, heavy gear braces, etc. etc. etc. about 12 in all would cost more than I paid for the airplane.

Saturday, I made my first XC to VA, 17,000', 55% power, 210 knots, 25 gph. Aint bad for an old "Mooney Man".

That being said, I know the rules. I will take some pics and will post but no poking fun, OK?

Jgreen

JGG,

Congrats on getting a your Aftrostar, my dad had one when I was growing up and learning to fly. I loved that airplane N615HM, it was for sale not long ago and wish I had the money to support it. Now where are the pics????????

Quick update for those kind enough to offer suggestions.

I wanted to wait, but my HSI was showing signs of "issues". The slaving function went out as did the ability of my A/P to track a course. The cost to rebuild a slaved Century 360 is outrageous so the Aspen PFD started looking pretty good.

Last Friday, I sent my request for quotes to two shops with three options of equipment. Jeremy had a written quote back to me the next morning and answered every nit pic question to my satisfaction. By the time he accumulated all my discounts for new equipment and gave me fair trade in value for the used, the decision was easy.

Monday, I'm delivering the Aerostar to Cumberland for an Aspen 2000 with XM, two GTN 650's, a new PMA 8000 audio panel, the installation of an EDM 760 engine monitor, a new panel, and a few misc. other items. We are removing the radar altimeter and the KWX 58 as both have issues and I simply don't want the hassle of trying to keep equipment that old operating.

I trust he will take before and after shots and post them here to make himself and me look good.

Jgreen

I know it wasn't really part of the discussion, but ADS-B is looming. If you are having it down for a pretty involved panel install. You might want to consider at least provisioning for ADS-B if not outright installing it.

one more question to throw out there... did you consider installing a primary replacement engine monitor instead of the supplemental? That is my next wish-list item in order to ditch the legacy and questionable OEM engine instruments. Since you're having major panel work done with the current bid, why not go ahead and remove the old stuff?