Dennis Martin

[Dennis Martin]

Avidyne tried to hire me a few years ago. They said their biggest obstacle was getting shops to carry and recommend their stuff. When people actually try it they are sold (I was). It’s better.

For the shops Garmin is an easier sell. Customers know it and generally accept it. It works well, and they’ve done a great job building an ecosystem of products that integrate easily. It’s a lot more work to sell someone on an alternate brand, and when they do they don’t make any more money. In fact if they are replacing a Garmin 430/530 they’ll make less since the IFD’s are plug and play.

Keep in mind that 60 years ago Al Meyers built a better airplane than Beech. Better doesn’t always win in the marketplace, but those willing to do the research and take a chance get rewarded with a superior product.

[Dennis Martin]

Hi Chris,

I haven’t had to send my Avidynes in for repair so can’t comment on that. I did have an issue I was able to fix in the plane and factory support for that was good. They have a pretty active and helpful forum as well.

FWIW, the Garmin 530w in my rv8 needs to go in and flat rate repair for that is $2300! Turn time is 2 or 3 weeks I think. So keep that in mind when evaluating the Avidynes.

[Dennis Martin]

I believe it’s basically a Model A Ford emergency brake, so you may try researching that.

Also, make sure you have the shoes pinned on the correct end. If you pin the front as the wheel rolls when you apply brake it tend to will drive the brake into the drum. I had this problem after a brake job and changing the pin location fixed it.

[Dennis Martin]

Don’t even think of something non WAAS. They are all obsolete. With vor’s going away you want to be able to fly the full suite of rnav approaches as more and more airports are going that way.

The garmin 175 is a great budget alternative to ubiquitous 650s and 750s. Used garmin 430s and 530s are plentiful, but future support is a concern. Take a look at the Avidyne ifd 440 and 540 as well. I have them and prefer they have some features the Garmins don’t. All of this stuff is approved on AML STCs for the 200s

[Dennis Martin]

We operated a 200a out of our 2000 ft grass strip in WI for years. We had clear approaches, a 520 engine, and a 3 blade prop. Getting in was not a problem. The 200 has a really steep approach angle and doesn’t float. Fly your numbers and hit your spot and you’ll be fine.

Getting out was a different story. If he was filling all 4 seats Dad would often fly over to a bigger airport to pick up that last guy. Getting off the ground wasn’t a problem, but the Meyers doesn’t have enough rudder and if you horsed it off you couldn’t hold it straight. It accelerates quickly but it just takes time to get it cleaned up and climbing. I would be nervous flying out of a 1900 ft strip with trees. With the big engine and prop I noticed our plane would get out significantly shorter than a stock plane.

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