How to turn a VFR RV into an IFR RV?

[RV7dreemer]

Originally Posted by ALagonia

I just returned from flying 9 years in Honduas with an N registered airplane. The FAA requirements for maintenance schedule and ME did not change. Honduras counterpart to the FAA, the DGAC, were adamant that the airplane was maintained to FAA standards but flying in their system was a totally different ballgame. We owned a charter airline based on an island with a strictly VFR runway; no lights,instrument approach, ground radio to get any info, not even a windsock. Flew in and out under the Very low IFR conditions on a regular basis. Spoke with ATC on every flight. They knew the conditions.

AL,

Flying in Thailand is much the same - "Clouds? What clouds? We're VFR, therefore the law prevents any clouds from appearing out here."

Was your plane in Honduras an experimental? I'm curious as to whether foreign authorities look at an experimental as "equal" to a certified aircraft. I expect to do a significant amount of flying in South America. How necessary is Spanish?

[Auburntsts]

Originally Posted by RV7dreemer

Todd,

Thanks much! My plan is (minimum) G3X Touch with GTN-650 and autopilot panel. If money and space allow, I'd add more, but I'm looking at speccing out "minimal", "would be good to have", and "won the lottery" options.

For a data point, I have a 2-screen non-touch G3X, GTN 650, SL30, TruTrak Gemini backup PFD, and a TruTrak GX Pilot 2-axis autopilot. I fly IFR all the time—shot a coupled LPV to minimums (saw the runway and was able to land just as I was starting to go missed) last weekend in heavy rain, as a matter of fact,

My personal philosophy is never cheap out when equipping for IFR. However that doesn’t mean you have to get the highest end widgets either. The system you describe, with an adequate backup and a good autopilot will give you everything you need.

One last thing. I’m not a fan of the built-in EFIS autopilots. They function fine but I prefer a stand alone system that can still function should the EFIS fail.

[RV7dreemer]

Originally Posted by Carl Froehlich

The short answer - yes.

As it sounds you are looking for an all up round IFR plane to last you for a long period of time, I?ll share what I?m putting into the RV-8 project (note - I?m biased toward SkyView as I?ve been flying it IFR for several years).
- (1) 10? HDX display
- (1) 7? HDX display
- Avidyne IFD440 TSO certified GPS Precious Approach and VOR/ILS
- SkyView Autopilot
- SkyView comm radio (Comm #2)
- SkyView XPDR (ADS-B out as well as TIS on the SkyView display
- Primary and backup ADHARS modules
- PS Engineering audio panel
- Other associated SkyView modules (ARINC box, Knob Panel, Autopilot Panel)

The display power is split between two PC-625 batteries, so no backup batteries.

Total cost for you will be about $30K assuming there is nothing to be reused from the current panel (e.g. a comm radio for #2 and/or audio panel).

Side note - I advise other builders that a two axis autopilot is required for IFR work in an RV. I know it is not legally required, but it only makes sense.

Carl

Carl,

Thanks for the info! I'm a Garmin guy, myself, having flown a few hundred hours with G1000 and G500, and I'm simply amazed by the G3X Touch videos I've been watching lately. No issues with Dynon, just I don't have much experience with their systems. (A good bit of time in an Avidyne SR20 didn't impress me much).

I'm absolutely sold on the autopilot. With the very long trips I'm anticipating, and the likelihood of a decent workload in IMC, I agree it's pretty much required equipment.

Looking at a G3X-T PFD and MFD, a GTN-650 to drive IFR nav, and the autopilot panel. I like the idea of hiding the transponder behind the panel, but I'm considering adding a second nav/com with a button panel for backup. Of course, then there's the questions of an audio panel, AOA indicator, ADS-B in, G5 backup instrument, electric dog polisher charging station, gasoline-powered turtleneck sweater adapter kit, etc etc etc. Hoping to keep the gear and install under about $30k, so we'll just have to see...

[RV7dreemer]

Originally Posted by scrollF4

Here?s my VFR-to-IFR journey: http://www.vansairforce.com/communit...d.php?t=151010

Scroll,

Thanks for sharing! That's just about exactly the capability I'm looking for, in the finished product. (A beautiful plane you've got there, by the way!)

Now, to find one for sale...

[Tankerpilot75]

Originally Posted by RV7dreemer

All

So: I'm well sold on RV's, and am looking to purchase a flying 7 or 8 to get me through the decade or so until I have time to build my own. My goal is to have a solid IFR platform to fly internationally

It’s been a while since I’ve flown international so take this advice with caution. However, there are two considerations whether you fly VFR or IFR internationally you should consider, and that is your transponder and radio. I believe (not 100% sure) most European countries require aircraft to have a transponder that receives and transmits @ 1090 MHz and don’t support the 978 UAT MHz format. I also believe they require the aircraft radio to be able to use the tighter 12.5 freq separation band width. Most modern digital radios support this tighter freq range but not all. Keep these two issues in mind when shopping for your airplane otherwise some upgrades will need to be immediate.

[RV7dreemer]

Originally Posted by Auburntsts

For a data point, I have a 2-screen non-touch G3X, GTN 650, SL30, TruTrak Gemini backup PFD, and a TruTrak GPilot 2-axis autopilot. I fly IFR all the time?shot a coupled LPV to minimums (saw the runway and was able to land just as I was starting to go missed) last weekend in heavy rain, as a matter of fact,

My personal philosophy is never cheap out when equipping for IFR. However that doesn?t mean you have to get the highest end widgets either. The system you describe, with an adequate backup and a good autopilot will give you everything you need.

One last thing. I?m not a fan of the built-in EFIS autopilots. They function fine but I prefer a stand alone system that can still function should the EFIS fail.

Todd,

Sounds like exactly what I'm looking for. I'd originally planned on the G3X, but ****, are those Touch panels nice! I'll be checking them out at Oshkosh this year and trying to convince myself I don't need them!

I'm actually not a huge fan of touchscreens in an aircraft - I like being able to operate a G-430 without having to look at it except to confirm my entries - but they're just so incredibly capable it's hard to say no.

As for backup, I'd aim for a second G3X screen as an MFD and backup PFD, a second nav/com on the panel, and likely a G5 with its own battery backup for emergency use. Anything else you suggest for redundancy?

My understanding of the G3X is that it's got a built-in autopilot, and that adding the Garmin AP panel (GMC305/307) just gives a manual input to the EFIS. You're suggesting an AP that's completely external to the G3X "brain"?

[Auburntsts]

Originally Posted by RV7dreemer

As for backup, I'd aim for a second G3X screen as an MFD and backup PFD, a second nav/com on the panel, and likely a G5 with its own battery backup for emergency use. Anything else you suggest for redundancy?

My understanding of the G3X is that it's got a built-in autopilot, and that adding the Garmin AP panel (GMC305/307) just gives a manual input to the EFIS. You're suggesting an AP that's completely external to the G3X "brain"?

For redundancy, as far as instruments, no, but you need to look at the electrical architecture since you are contemplating an all electric panel.

Yes, I advocate a standalone autopilot (note you can still add a GMC 305/307), but that's my personal choice in an attempt to avoid putting too many eggs in one basket in the event of a system failure. Should the EFIS go dark, I really like having a standalone means to help keep the wings level as I try to figure out what the heck is going. Trying to hand fly, navigate, and communicate while dealing with a major system failure is when I want as much help as I can get. Just my 2 cents.

[ALagonia]

Originally Posted by RV7dreemer

AL,

Flying in Thailand is much the same - "Clouds? What clouds? We're VFR, therefore the law prevents any clouds from appearing out here."

Was your plane in Honduras an experimental? I'm curious as to whether foreign authorities look at an experimental as "equal" to a certified aircraft. I expect to do a significant amount of flying in South America. How necessary is Spanish?

No, I was flying a BN2 Islander. Don't need Spanish for ATC but flight plan offices and cashiers where you will pay landing fees will be easier if you speak at least some basic Spanish.

[Walt]

Originally Posted by Auburntsts

Yes, I advocate a standalone autopilot (note you can still add a GMC 305/307), but that's my personal choice in an attempt to avoid putting too many eggs in one basket in the event of a system failure. Should the EFIS go dark, I really like having a standalone means to help keep the wings level as I try to figure out what the heck is going. Trying to hand fly, navigate, and communicate while dealing with a major system failure is when I want as much help as I can get. Just my 2 cents.

Just my 2c but adding the Garmin servos to a G3X system is a no brainer, the integration and operation with the Garmin AP panel 307/507 is superior to anything else out there.

[Auburntsts]

Originally Posted by Walt

Just my 2c but adding the Garmin servos to a G3X system is a no brainer, the integration and operation with the Garmin AP panel 307/507 is superior to anything else out there.

Like I said, it?s my personal preference? for safety I prefer a more failure tolerant setup. The only thing that my TruTrak doesn?t do that I wish it did is IAS? it only does VS. I got my IR behind a G1000 with a GFC 700 with FLC. So in climbs I?d set an airspeed instead of a vertical speed to guard against the AP flying me into a stall trying to maintain a VS if I got distracted or simply wasn?t paying attention.