I don't work for Garmin. My opinion is based on the adoption rate of the
G1000 and my own experiences flying the SR-22 and aircraft with the
G1000.

Surely you mean the C182 with the G1000.

Actually I meant flying the SR-22 with their system (which I did in a
pre-certified model at the Cirrus factory in August 2002) and flying the new
G1000 in a C182T.

My point was that your statement is one - sided since Cirrus makes a lot
more SR-22s than Cessna makes C182s. Granted, Cirrus doesn't give you an
option, but based on how many are sold, saying the Garmin will support the
G1000 more or better than Avidyne will support their Entegra is baseless.

I don't think it's baseless - Garmin is a much bigger company and has been
very aggressive in adding functionality to their existing models, which have
been standard and optional equipment on many different models for quite
awhile now.

I'm not knocking Avidyne in the slightest - although my experience with the
software on the pre-certified model was mixed. It's just that I feel
Garmin's dealer and service structure is more established. It's a gut feel,
I haven't done research in this area.

plane. Can you go into futher detail?

The KAP-140's static pressure sensor is inside the instrument panel
mounted
computer unit. The static plumbing goes to the back of the autopilot
tray.
That means any time you pull the KAP-140 out, like if it needs replacement
or adjustment, you're also breaking open the static system, which means
you
have to do a static leak test. It's not a big deal as long as you never
need to pull the KAP140 out, but in my experience, you will. I haven't
found the STEC autopilots to have any better reliability, but at least
you're not forced to static leak check every time since they use a
separate
sensor.

Interesting, thanks.