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  #11  
Old 12-09-2016, 12:28 PM
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Auburntsts Auburntsts is offline
 
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Originally Posted by AltonD View Post
I would pretty much guarantee the SL30 will fail in the checkride and the IPad will be off limits.
I'd be more afraid of a EFIS screen "failure" and then flying partial panel with only the SL30's built-in CDI.
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  #12  
Old 12-09-2016, 12:56 PM
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rzbill rzbill is offline
 
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Quote:
Originally Posted by AltonD View Post
I would pretty much guarantee the SL30 will fail in the checkride and the IPad will be off limits.
THREAD DRIFT ALERT

This brings up a question in my mind about how an examiner can do that and fail an applicant if the craft is legallyoutfitted. Note I didn't say smartly (with all kinds of backups) but only the minimum requirements of the FARs.

Maybe a topic for another thread? I don't remember seeing a discussion on this particular subject before.
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Bill Pendergrass
ME/AE '82
RV-7A: Flying since April 15, 2012. 850 hrs
YIO-360-M1B, mags, CS, GRT EX and WS H1s & A/P, Navworx
Unpainted, polished....kinda'... Eyeballin' vinyl really hard.
Yeah. The boss got a Silhouette Cameo 4 Xmas 2019.
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  #13  
Old 12-09-2016, 01:00 PM
BobTurner BobTurner is offline
 
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Quote:
Originally Posted by AltonD View Post
I would pretty much guarantee the SL30 will fail in the checkride and the IPad will be off limits.
I respectfully disagree. He has the minimum equipment required for the check ride. If something 'fails', e.g., the nav-com, it's an emergency and the examiner cannot deny him access to everything available including the iPad. Or a handheld radio, followed by a request for vectors to an ASR approach. Or use the compass to fly to VMC. But you do need to have a plan.
That being said, I personally wouldn't fly actual IMC with this setup unless a solid gold, VFR alternate was within range. I'd also want to know if he has two, or just one, ADHRS boxes. Getting the rating is one thing; flying actual IMC is another.
As long as I'm giving criticism, let me add one more: who is your cfii? The SL-30 is a very common, TSO'd box found on lots of normally certified airplanes. Your CFI should have at least read the manual.
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  #14  
Old 12-09-2016, 01:06 PM
BobTurner BobTurner is offline
 
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Originally Posted by Auburntsts View Post
I'd be more afraid of a EFIS screen "failure" and then flying partial panel with only the SL30's built-in CDI.
I don't know exactly what EFIS he has. But GRTs recommended wiring is to run the SL30s RS232 nav output to both boxes, so box #2 can look just like #1, e.g., not partial panel at all. But a second question is, where is the second box on the panel? Have you practiced flying with just that box?

Last edited by BobTurner : 12-09-2016 at 01:10 PM.
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  #15  
Old 12-09-2016, 01:15 PM
BobTurner BobTurner is offline
 
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Quote:
Originally Posted by rzbill View Post
THREAD DRIFT ALERT

This brings up a question in my mind about how an examiner can do that and fail an applicant if the craft is legallyoutfitted. Note I didn't say smartly (with all kinds of backups) but only the minimum requirements of the FARs.

Maybe a topic for another thread? I don't remember seeing a discussion on this particular subject before.
The current instrument PTS has a long discourse on this topic, in the front of the book, including recommendations on what examiners can and cannot do to test applicants on instrument failures.
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  #16  
Old 12-09-2016, 03:16 PM
garrys garrys is offline
 
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Default Can't find an IFR Examiner

Thank you Bob Turner! I'll go back and read my GRT and SL30 manuals, and then go play with my equipment in my hanger. Good stuff! P.S. my GRT panels are early Horizon HS models.

I got "some" good news....from a recently retired FAA inspector. He said NONE of my radios or avionics need to be certified/TSO'd. The whole plane is experimental and so the avionics can be experimental too. All I need to be able to do on the check ride is to navigate and fly to the standards of the rating. Makes sense to me.
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  #17  
Old 12-09-2016, 03:28 PM
garrys garrys is offline
 
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Default can't find an IFR Examiner

All....Yes the SL30 is a certified box but it displays the needles on a non certified box, the GRT EFIS. Per my earlier post it doesn't matter. The EFIS does not need to be certified.

Yes, my plane is wired for the SL30 to feed BOTH EFIS boxes, so if one fails the other should continue to function.

For backup, I have a fabulously functioning iPad Pro running the Foreflight app. I also have Foreflight running on my cell phone. If everything fails I still have my needle, ball, airspeed, altimeter and compass. I don't fly scared or stupid. But I might add if you need to wear two belts, two suspenders, and two pair of clean underwear before you leave the house, you probably shouldn't take up flying as a hobby. It's all about risk management and backup plans.

P.S. Neither AOPA, EAA nor Vans was able to offer any helpful suggestions on finding a willing DPE. Kind of disappointing.....particularly EAA who is supposed to be looking out for the interests of the Experimental community.
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  #18  
Old 12-09-2016, 06:00 PM
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rzbill rzbill is offline
 
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Quote:
Originally Posted by BobTurner View Post
The current instrument PTS has a long discourse on this topic, in the front of the book, including recommendations on what examiners can and cannot do to test applicants on instrument failures.
Thanks Bob,
I'll look that up at my leisure.
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Bill Pendergrass
ME/AE '82
RV-7A: Flying since April 15, 2012. 850 hrs
YIO-360-M1B, mags, CS, GRT EX and WS H1s & A/P, Navworx
Unpainted, polished....kinda'... Eyeballin' vinyl really hard.
Yeah. The boss got a Silhouette Cameo 4 Xmas 2019.
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  #19  
Old 12-09-2016, 08:22 PM
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Auburntsts Auburntsts is offline
 
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I apologize for the thread drift but just out of curiosity, what's your IFR mission?
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RV-10 N728TT - Flying!
WAR EAGLE!
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  #20  
Old 12-09-2016, 08:33 PM
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Auburntsts Auburntsts is offline
 
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Quote:
Originally Posted by garrys View Post
P.S. Neither AOPA, EAA nor Vans was able to offer any helpful suggestions on finding a willing DPE. Kind of disappointing.....particularly EAA who is supposed to be looking out for the interests of the Experimental community.
Since the decision whether to conduct a ride in an E-AB aircraft is left to the individual DPE and those that are willing isn't indicated in the FAA's own DPE database, how's an external organization supposed to collect that info?
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