Aspen Avionics Installation In A Navion: 3 Viewpoints

Recently, Woodland Aviation installed their first Aspen Pro PFD 1000 in Jim's 1951 Navion B. Here's the thoughts of this project from three points of view: client (Jim), installation (Chris Frick), and sales (Mike Prezbindowski).

Client: Jim and his 1951 Navion B.
I first saw the Aspen Pro PFD it in AOPA Magazine; after I read the article, I made the decision that was the way to go for me. The Aspen was the only product I considered, mainly for the price point.

I received 3 proposals for the installation of an Aspen Pro PFD in my 1951 Navion B.  Woodland Aviation's proposal was far more comprehensive than the other two and appeared to cover everything that would need to be done. The other bids were a little lower, but not nearly as complete as Woodland's. My final decision to go with Woodland was made when Mike Prezbindowski advised me that there wouldn't be any surprises. There weren't any, and I'm pleased with the results.
 
My first flight was to the eastern part of the country. Initially, I didn't like how the unit wasn't flush in the panel, but I quickly got used to it. I also had an issue with my yoke-mounted GPS; the problem was solved with a new bracket for the GPS.

I put about 30 hours on the airplane before returning to California. The Aspen Pro is quite intuitive; easy to learn, easy to operate, and easy to use. One of my favorite features is seeing the winds in real time; it helps me choose the best altitude for fuel consumption.
 
Avionics Manager: Chris Frick.
The vacuum system work was extra, as Jim's system was missing a filter to the suction gauge, along with generally old rubber lines that were stiff and cracking. The static system work required removal all the lines behind the instrument panel and re-plumb with new, standard hardware. Other factors in this install related to IFR certification with older GPS equipment such as external annunciators and switches. We also had some interface issues.
 
Any time we weren't familiar with something, we contacted Aspen for resolution. Tim McNany and Robert Blaha were very responsive. We had a few problems with configuration modules, wiring diagrams, and the installation manual; they were quick to work the problem out and update their documentation.
 
Physical installation was pretty straightforward, as was the remote sensor unit. The unit gets very warm, which has to do with the display brightness. Not a big issue; Aspen is working on a resolution.
 
The viewing angle is great and the colors are vivid and bright.
 
Avionics Sales: Mike Prezbindowski.
We examined Jim's aircraft as thoroughly as possible without taking it apart, and produced an estimate for the work required to install the Aspen unit. Jim and I met with Gary, Chris and Mac to discuss the possibility of hidden issues, how they would be brought to his attention, and addressed. He would have the choice to repair - or not.
 
Installation went great. Jim was wonderful to work with; he took an active interest in our work. It was a pleasure keeping him informed with phone calls and emails. He enjoyed the pictures of his plane as work progressed. He dropped by several times to talk to us and look things over. We were able to discuss issues such as the static system problems, and show him what was wrong - so that he understood what we recommended or what needed to be done.

Jim's vacuum pump recently failed; since his original attitude indicator was now the standby, it was a non-event! The telltale signs were a red light flashing on his engine analyzer, and original attitude indicator winding down. His Aspen unit is electrically powered; never skipped a beat! - J.Pilot

Upgrading Older Aircraft Panels: Tips To Consider
Chris Frick, Avionics Manager for Woodland Aviation.

Putting new systems in aging aircraft will always reveal old problems - which in turn adds to the overall project time, and frequently the costs. Install times are based upon the "perfect" scenario: wiring condition, workmanship, condition, etc.

For example, Aspen Avionics suggests 40-60 hours; 70-80 is more realistic due to the unknown histories of older aircraft, as well as the quality of previous work done (or lack of).

More times than not, we find some sort of substandard wiring issues that need to be addressed due to the lower level of quality in past installs - which adds to the overall time and cost of the project.

• Research various products; some might not be suited for your aircraft, or flying habits.
  
• Get a professional in-depth consultation. This will reveal potential issues that won't be a surprise down the road - in time and costs.
  
• Make sure your products are installed with a quality shop. Quality workmanship translates into less time/effort/money for future upgrades.
  

Before purchasing or deciding on new products, do your research!

• Find out what each unit can do.
• Find out what each unit cannot do.
• Download a copy of the product's Operating Manual and Pilot's Guide. Aspen Avionics has a nice download section, for example.
  
• Refamiliarize yourself with your existing equipment for capabilities and limitations.

If you would like to find out more about what products are available for your aircraft contact Mike Prezbindowski: 800-442-1333. - J.Pilot

If you're in the market for a clean used aircraft, this is one to add to your list. This '83 has 6,000 hours total time. The left engine has 843 hours; the right one 295. There is damage history - the aircraft had a gear-up landing - but it was repaired by a certified Hawker Beechcraft Maintenance shop: Woodland Aviation! For details, large photos of both interior and exterior, and pricing, visit our Controller.com page.
 

Sandel in a P Baron
In the works: a 1981 P Baron upgrading to Sandel's SN3500 Primary Navigation Display and SG102 AHRS Directional Gyro. WA is currently correcting a situation with the forward pressure bulkhead; seems also the NSD360 air-driven HSI was installed incorrectly. To find out more about the Sandel suite of products, or photo tour this project, call Mike at Woodland Aviation: 800-442-1333.

Bonanza Tip Tanks
Just starting: Tip tanks for a G36 Bonanza; which adds an extra 30 gallons of fuel! Tip Tanks enhance overall stability, improve spin characteristics, and lower landing / stalling speeds at the aircraft's normal gross weight. These tanks have also been approved by the FAA for a true gross weight increase; this gross weight increase can be used in either added fuel or payload weight.

Major Insurance Repairs
Any gear-up landing is not a simple repair. Woodland Aviation can help: we're a one-stop shop for major insurance and sheetmetal repairs. Our in-house experts, from estimating through repair, inspection and approvals - will get your aircraft back to peak operations. Contact Shawn for info HERE.

Aircraft Detailing Services
Nick is busy building upper body strength with all the aircraft detailing this summer. Help keep Nick and your aircraft buffed by scheduling your custom wash or wax; many packages are available.

Call Laura or Kesty for a listing of our services: 800-442-1333.

Interior Finishes, Appliances, Flooring and Offices
Stainless appliances installed. Flooring is completed; as are the restrooms. Upstairs office cubicles are ready for occupancy! The granite counters and passenger lobby / reception areas are also completed. The video security system is up and operational for hangar and facilities.