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

Garmin needs another airframe for Aztec Gfc600 certification project.

Ideal airframe would be a TURBO, later model F where they reverted back to the hornless design.

Next best would be a TURBO E model, followed by naturally aspirated same models.

I had a really nice conversation with Joe the autopilot program manager and while they have a great air frame, it is an early Turbo F model with the horns and they will not be able to do certification for all the other models that are hornless with it.

If your willing to offer your airplane or know someone who may be interested please shoot me a PM and I’ll send you Joes contact info- I don’t want to blast it out in public

Thanks!

Jacob, I own a nice 1972 Turbo E with low time props and engines and recent extensive avionics upgrade. Undergoing annual where all deferred maintenance is being handled and is a very clean airframe. Feel free to reach out

Daniel

The earlier F models can convert back to the tapered stabilator pretty easy by installing the original internal counterweight. It is only a few nuts and bolts. It will get rid of an AD and make it handle better. I have the parts if anyone is interested

Thanks Daniel, I replied via PM

The earlier F models can convert back to the tapered stabilator pretty easy by installing the original internal counterweight. It is only a few nuts and bolts. It will get rid of an AD and make it handle better. I have the parts if anyone is interested

Wanted to share some pics of my first day trip in the Aztec with pax. 1 hour from my home to Nashville (JWN). 2000 UL makes this a full fuel and full seats traveling machine. We were around 100 lbs under gross with full fuel and there was no lack of performance.

My daughter and future son in law sat in the back row and both agreed is was more comfy than the back of the Saratoga (with club seating). Sitting up a little higher and larger windows for vis make pax comfort quite nice. The middle row bucket seats are super comfy for
Sure.

This is why I chose the Aztec. Love the plane!!! All of us are guitar nuts and we spent the day at Carters Vintage and Gruhns. Between us we brought 3 guitars home.

The Aztec is in a league of its own for doing this mission at this comfort level.