StillLearning wrote:The acquisition of modern avionics is now in sight. I am trying to figure out the layout of the new panel, with a 650, and two g5's going in, I decided it was better to just build a new panel than hack up the old one. At the same time I can rearrange instruments for better viewing and eliminate some holes in the panel. But, I have some questions that so far I have not gotten an answer on. Currently my clock does not work, does the 650 have a clock, or should I have a stand alone unit? I want to put in a fuel computer as well, it appears the 650 can take input from a transducer, but I am not certain if it does and what units are compatible? Or am I better off having a stand alone fuel computer display rather than relying on the little screen on the 650?

The guy doing the install tells me that I need to put the 650 up in the panel for IFR use, rather than under the panel where the current VFR gps/com radio is. I would like the 650 up in the panel anyway, but now I have a pretty big hole under the panel. Left of the yoke is a com radio and below it the transponder, below that a little box for wig wag and a hole about 1.25" tall and 4" wide. Right side of the yoke is currently the audio panel, below it the vfr gps/ com, and below that a hole where an ADF used to sit. What is a good way to fill those holes? with something useful? Put the fuel computer down there in a small panel of its own?

Dog is my Copilot wrote:I am updating my C180 with pretty much that exact configuration in November of this year. (Dual G5s, GTN 650, and GTX 345 - ADSB transponder). I think it is a great choice after the research I have done. I looked into having a JPI-900 placed with fuel flow and cutting an entire new panel but nearly had a heart attack when I saw the quote. It is expensive enough with just the equipment mentioned above. The standard six pack arrangement is nice but with the dual G5s you really don't need to have anything other than those two units. You can remove the Vacuum system and still have a backup unit because each G5 has it's own backup battery and can default to an attitude indicator in the event of a unit failure. The other advantage I see with the G5s is that they are relatively cheap and my guess is that there will be other products with updated features released by Garmin which could easily be added. The HSI feature with apparently couples nicely to most autopilots. The only real problem with all of this stuff is the expense. I am using pacific coast avionics for the work.

StillLearning wrote:
The cost does make me wonder if I should just buy a different airplane and get something more suited to cross country IFR flight. But, then I remember I have to park it somewhere, insure it, and maintain it. I do not have an instrument rating, so I can save around $4k by training in my own plane. Once I have a rating and a plane that I can keep current in, I will be far more likely to maintain currency. Without an IFR capable plane, I know I would not keep current.
My plane does not have any NAV radio now, I have two coms and a VFR gps and flight instruments. I like my old school panel, but having more reliable and better equipment that has IFR capabilities might just save my ass some time in the future. Dumping the vacuum system will save me a few pounds and increase reliability. I am cheap, but I like good equipment.
After looking at multiple panel arrangements and then looking behind the panel, is there someone who has a template to where a 650 will fit in a 53? Between the yokes, the lower panel and the defrost duct, its kind of limited.

I concluded that small planes and IFR conditions in the mountains of the western US don't mix, and there isn't anywhere with an instrument approach that I want to go to anyway.