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  #81  
Old 06-17-2018, 09:12 PM
backcountry backcountry is offline
 
Join Date: Dec 2015
Location: Houston, Texas
Posts: 57
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I have a Garmin GTN625 in my RV-12 and there is special pricing when used with the G3X system.
I also backed up the G3X flight instrument system with a $1,100 G5 small display unit. All the systems including autopilot synchronize over the common network. The G5 also provides the G3X information it needs in the event it own sources fails. The G5 + GTN625 adds very little additional power requirement.
I would never want to fly my RV-12 in any ice or low IFR. My rule is, I don?t fly weather that I couldn?t fly VFR but if safer to fly IFR then safer is the way I go. My FSDO reviewed it and agreed.

Whenever I fly my Bonanza I also use the same weather rules. It?s a single engine aircraft and I need to be VFR asap whenever I want to.

Whenever I fly the RV-12 anytime I consider the turbulence that could be encountered. I don?t like turbulence no matter if it?s a beautiful VFR day.
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  #82  
Old 06-19-2018, 12:00 AM
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NavyIBNFE NavyIBNFE is offline
 
Join Date: Sep 2012
Location: Corpus Christi, TX
Posts: 55
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That sounds like the exact scenario and setup I?m thinking of.
The G5 is a cool piece of gear - and I?ve seen a couple IFR setups with a portrait G3x also, as an Attitude ind/HSI backup + AHARS.
I?m definitely not looking to slag through heavy IFR, but like you said, it?s nice to have the IFR rules and option for when weather is becoming a factor. (Also I really enjoy flying IFR plans and approaches.)
Thanks for the info! Any chance you could post a picture of how you set up your panel with the GTN and G5? The older -12 seems to be a little more tight- I like what they?ve done with the console in the -12iS.
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  #83  
Old 06-19-2018, 08:28 AM
rongawer rongawer is offline
 
Join Date: Dec 2007
Location: Brentwood, CA
Posts: 659
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Here's photos of my panel with the 625 in the center.

http://www.vansairforce.com/communit...7&postcount=16
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Ron Gawer

- RV10, Build in progress.
- RV12, N975G, "The Commuter"...many great hours and happy landings so far.
- Several others that are now just great memories for me.
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  #84  
Old 06-19-2018, 09:02 AM
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NavyIBNFE NavyIBNFE is offline
 
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Location: Corpus Christi, TX
Posts: 55
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That looks awesome- and I second your IFR discussion in the post. The gentlemanly IFR capability can be well worth it.
This may be more of an ignorant question that I could research and answer for myself, but I?ll ask since I?m here. If I wanted to build and register as E-LSA, can I still make those changes? Such as a larger alternator, alternate pitot source, panel/avionics adjustment? I know Van?s says we have to build it with their options to keep it E-LSA, but EAB wouldn?t kill me, but the potential resale would be just a slight bit more limited. It be great if we could do these changes and stay E-LSA.
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  #85  
Old 06-19-2018, 10:30 AM
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Mel Mel is offline
 
Join Date: Mar 2005
Location: Dallas area
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Quote:
Originally Posted by NavyIBNFE View Post
That looks awesome- and I second your IFR discussion in the post. The gentlemanly IFR capability can be well worth it.
This may be more of an ignorant question that I could research and answer for myself, but I?ll ask since I?m here. If I wanted to build and register as E-LSA, can I still make those changes? Such as a larger alternator, alternate pitot source, panel/avionics adjustment? I know Van?s says we have to build it with their options to keep it E-LSA, but EAB wouldn?t kill me, but the potential resale would be just a slight bit more limited. It be great if we could do these changes and stay E-LSA.
Once an ELSA is certificated, you may make any changes you like as long as the change does not take the aircraft out of Light-Sport parameters.

If any change takes the aircraft outside of LSA parameters, the Airworthiness Certificate is void and it can never be returned to Light-Sport.
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Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
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USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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  #86  
Old 06-19-2018, 04:39 PM
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NavyIBNFE NavyIBNFE is offline
 
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Thank you for the clarification - as always, VAF members are quick and willing to bring up the newer guys. Thanks!
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Jake Frantz

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Waiting to pull the trigger on an RV-14
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  #87  
Old 06-19-2018, 10:34 PM
Driftdown Driftdown is offline
 
Join Date: Jan 2011
Location: Clearwater, Florida
Posts: 398
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Panel is nothing short of awesome.
That withstanding, what is your backup for the primary flight instruments? Dual AHARS?
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  #88  
Old 06-20-2018, 08:33 AM
rongawer rongawer is offline
 
Join Date: Dec 2007
Location: Brentwood, CA
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Quote:
Originally Posted by Driftdown View Post
Panel is nothing short of awesome.
That withstanding, what is your backup for the primary flight instruments? Dual AHARS?
Thanks. The MFD is redundant to the PFD, but yes, I also have a second GSU 25. Noting how CAN bus works, both ADHRS units are available to either PFD/MFD.
Keep in mind, I still only have one pitot tube and one magnetometer (and one engine and one pilot... )

You can go crazy with redundancy, but at some point you need to balance that against weight and reality. Reality is that my iPhone getting signal from my GDL39R has sufficient AHRS data to find a VFR route to land if really needed. That and if it's nighttime here over the Sierra mountains in a rainstorm with IMC up to 18,000', I'll either go find a nice place to relax, or take my Baron.
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Ron Gawer

- RV10, Build in progress.
- RV12, N975G, "The Commuter"...many great hours and happy landings so far.
- Several others that are now just great memories for me.
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  #89  
Old 06-20-2018, 08:58 AM
Driftdown Driftdown is offline
 
Join Date: Jan 2011
Location: Clearwater, Florida
Posts: 398
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Quote:
Originally Posted by rongawer View Post
Thanks. The MFD is redundant to the PFD, but yes, I also have a second GSU 25. Noting how CAN bus works, both ADHRS units are available to either PFD/MFD.
Keep in mind, I still only have one pitot tube and one magnetometer (and one engine and one pilot... )

You can go crazy with redundancy, but at some point you need to balance that against weight and reality. Reality is that my iPhone getting signal from my GDL39R has sufficient AHRS data to find a VFR route to land if really needed. That and if it's nighttime here over the Sierra mountains in a rainstorm with IMC up to 18,000', I'll either go find a nice place to relax, or take my Baron.
Right on, Ron.
That is an outstanding and good looking setup.
Now, if you really had to, you could do an LPV approach somewhere.
If it were me, with an LSA, I would never flight plan that way (personal minimums). But it's really nice to have the capability, should you ever need it.
For light IFR conditions, I would not hesitate to use a panel like that. It beats getting stuck at an outstation for 2-3 days, due to overcast departure point and enroute broken ceilings.
Well done!
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  #90  
Old 06-20-2018, 02:09 PM
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Piper J3 Piper J3 is offline
 
Join Date: Nov 2014
Location: Hinckley, Ohio
Posts: 2,065
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Doesn?t the light wing loading, and light weight for that matter, make the 12 a poor IFR platform? It doesn?t tolerate turbulence very well and yaws a good bit in bumpy air. I just think keeping the wheels pointed down would be a lot of work. Picture a cork in rough seas?
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Jim Stricker
EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 622

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H
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