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Can someone lay it out for me? IFR Dynon
Hello, I have been reading for hours and right when I think I have IFR pannel planning figured out I get confused again.
Here is the situation: I started working on my IFR ticket back in the day and would like to finish it with my -7A when it's flying. I'm not looking to fly single engine into hard IFR minimums but I do think IFR makes a much better pilot and I would like to be able to get through simple high level overcasts. Plus, I remember during training that IFR flying was just that much cooler! The bird is initially going VFR so I can get her into the air sooner and do all the phase one stuff and enjoy the plane which will all be VFR anyways. Howevever, I'm planning my panel and electrical right now and I want to design it so that all I have to do is drop in the components like Garmin GPS and another ADAHRS to be IFR capable. Here is my setup so far: -Dual Dynon HDX -one ADAHRS -Skyview GPS -Skyview ADS-B -2 axis Dynon autopilot with panel -1 Dynon com -2 place intercom Here are my questions: 1. Is there a single GPS I can plan for that will give me all the capabilities I need? I'm assuming a GTN 650 or higher? 2. I'm assuming there is no way to make it through instrument training without ILS cababilities although I gather from a lot of people that they generaly fly different types of approaches once finished with their ticket, correct? 3. Am I correct in assuming I cannot simply ad one of Garmin's new GNC 355 or GPS 175 units because they do not support ILS approaches without adding something else like a GNC 255 nav/comm radio? 4. Assuming I get a GPS with nav/comm or some other device will the Dynon HDX be my LOC and glide-slope display during an ILS approach? In a nutshell, I'm trying to figure out what I need to plan for so that I can fly IFR and get through an instrument check ride and training. Thanks to whoever can lay it out for me! |
My panel is set up currently just like yours is - with the addition of a Garmin 430W. You'll need a Dynon ARINC-429 module to take the guidance from any certified box (430W, 650 etc) and display that guidance on the Dynon HSI - from there you can hand-fly it or engage the autopilot to follow it. Any certified box that develops and supplies IFR guidance can be fed to the Dynon HSI via the ARINC - whether it's GPS, VOR, or ILS. The 430W can do all that, I don't know about the 650.
Once you have the certified box feeding the guidance to the Dynon, then yes your Dynon HSI is your primary display for guidance data. You'll still have to monitor your certified box for annunciations as required, but your actual flight guidance will be displayed on the HDX screen. I took my IFR training in my 9A with my current panel setup, all Dynon plus a 430W and a Garmin G5 for attitude backup. |
As the ACS (nee PTS) is currently written, a TSO 145/146 GPS is not sufficient for the check ride. However, some examiners have been willing to bend the rules, or maybe simulate an emergency VOR approach using a $400 handheld, etc. The gps (only) is sufficient for most IFR operations (as long as it doesn't fail!).
I would strongly recommend a second attitude source, with its own battery. At a bare minimum, a second AHRS box. |
You?ve basically got it
See responses to your questions below.
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Maybe it various around the country. Real possibility. v/r,dr |
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WOW, great responses here guys. I even got a few PMs so that I can call. Thanks a bunch!
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LPV approaches are not technically ?precision approaches?.
Neither are RNP Lnav/Vnav approaches gaining popularity in the airline word. The lowest m?nima still come from ILS precision approaches. From google. LPV approaches are a WAAS/GPS based approach, and they're very similar to the ILS. But there is a difference. Even though LPV approaches have vertical guidance, they're not considered precision approaches. Instead, they're an approach with vertical guidance (APV). So what's the difference? APV approaches don't meet the ICAO and FAA precision approach definitions, which apply mostly to localizer and glideslope transmitters. The precision approach definition also carries a lot of documentation, definition, and cost with it, so the FAA and ICAO adopted the APV definition, so they could build new approaches and not be burdened with the cost and paperwork |
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