Good news for me! I was able to secure a DER with AFMS approval authority and now have an official field approved PA-23 150 with legal O-320B 160hp engines! S/n 588 has legally installed -160 engine. Now to finish the annual and finally go flying!

I think it’s appropriate to show off my new panel in the 69D. N6030Y had a gear up before I bought her last year. It had been brought back to operating condition at a shop in N Indiana prior to my purchase. I’ve already put in tons of TLC including soundex insulation, new headliner and carpet, jet shades and a very very meticulous annual last month with lots of R in the IRAN. Nothing of airworthy concern, just trying to get ahead of the curve.

It’s really going to be a wonderful family traveling machine for us!

I predict that it will take at least a year or two to get to the point where you can easily wipe the big grin off your face each time you fly.

Looks great. How did it work out interfacing the Stec Autopilot with the G500? The remote Garmin control knobs make it really nice to use. I am guessing this eliminates the small Stec LCD altitude preselect panel?

With the engine controls in flying positions can you get to the knobs on the Avidyne?

I always wonder why avionics shops put the ELT remote as far from the pilot as possible?

The Stec interface is excellent (my first impression). Yes, it eliminates the dedicated Stec display for ALT preselect (ST-360). I have that for sale in another thread if you need one

Alt preselect and vertical speed are chosen by dialing them in with the GCU485 knobs or using the G500Txi touch screen. Easy. Once selected depress the VS and ALT buttons together on the Stec head and that initiated the climb / descent with Alt capture. All of this made possible with the GAD43e box. I came from dual G5’s with a GFC500 and Avidyne navigator. This setup with the S-tec integration is every bit as capable and smooth, and having a GTN instead of an IFD allows the AP to capture and fly the glide path on approaches.

We chose to put the Avidyne screen at the bottom since it’s dedicated for radar only and requires minimal button use during flight. Also, during most phases of flight all 6 levers should be pulled back enough to be out of the way anyways. The $ to put a non Garmin radar onto a Garmin screen was just not something I wanted to spend. I haven’t even started to learn the radar yet as I’m focused on the transition to glass first.

Thanks. We are looking at making the same interface on a Cessna 421. Good to see it worked out. Yes makes sense on the radar. If it works and you're used to it keep going!

I haven’t even started to learn the radar yet as I’m focused on the transition to glass first.[/quote]
The most important thing you should know about the radar is to NEVER operate in in a radiation mode (i.e. weather or ground) when there's any chance you are or will be pointed at a good reflector like a metal hangar or hangar door. Off, Standby, and Test modes are OK at any time.

The most important thing you should know about the radar is to NEVER operate in in a radiation mode (i.e. weather or ground) when there's any chance you are or will be pointed at a good reflector like a metal hangar or hangar door. Off, Standby, and Test modes are OK at any time.[/quote]

Or pointed at a person or animal