VFR panel poll

jlfernan · #1 06-24-2006, 06:25 PM

I'm getting ready to receive my QB wings and fuse and am starting to plan my panel. I planon doing a VFR day/night panel. Steam gauges and engine intruments probably from Vans. My question is, what is the concensus as to what flight or engine instruments are necessary? I don't want to go too basic, but for instance, since I'm VFR only do really need a DG? Any help and photos will be a great help.

Tandem46 · #2 06-24-2006, 06:40 PM

Jorge,

Don't waste your money on a DG, especially if you are going to only fly VFR. Dan Checkoway flies IFR and he doesn't have a DG, just the Dynon with hdg info. As for everything else, I'm strictly day/night VFR and what I have is a Dynon, A/S, ALT, and VSI. On the engine side I have a JPI engine analyzer, fuel pressure, oil press and temp, EI digital tach, and MP gage. I'd recommend something that's all inclusive of these gages, JPI, EI, or ACS all sell these items...it'll save you money and panel space in the long run. Beware of certain Van's gages. I was told not to buy a Van's MP gage, so I ordered one from Aircraft spruce. I did initially install the Van's anolog tach, but this thing proved to be about 100rpm off and so I ended up switching to an EI electronic gage which has proven to be dead on accuarate. Shoot me an email off line if you have any further questions, I have a different approach/attitude than the norm.
Tobin

Glasair34me · #3 06-24-2006, 06:47 PM

Hi, I would put an AI in the panel for sure. I like the Tru Trak combined DG/AI. It is not a true AI but it would keep you out of trouble. You never know when you might get into a situation you didn't plan on so plan ahead and have enough instruments to get you out of trouble should the need arise. You might want to read some of the stories in the articles section on this site. There is a good one that explains why a guy is puting an IFR panel in his plane even though he is a VFR pilot. Hope for the best, plan for the worst! You might even want to get your IFR cert one day?

Kyle Boatright · #4 06-24-2006, 08:09 PM

I've been flying my day/night VFR -6 for 5 years. I have the FAA required stuff (altimeter, compass, ASI, engine gauges, etc.) Beyond that, I think I have three gauges not mandated by the Feds: T&B, G-meter, and VSI.

I'm tempted to add a Dynon or one of wing leveler's, but they are not necessary for my mission. Also, $2k buys a fair amount of avgas...

Robert M · #5 06-24-2006, 09:23 PM

...... of course, you gotta have the necessary instruments for night VFR according to 91.205.

If you get a Dynon FlightDek 180 - it's got you covered.

Should you decide to go day VFR only (just to get it airborne) you don't have to have anything at all. This is what Joe Norris (first appointed AB-DAR) at EAA has told me. I know this sounds funny but as long as you stay outside of controlled airspace - you don't have to have anything in that plane at all in the way of instrumentation or gages.

DISCLAIMER: Common sense would tell you that you should have a few things just to be safe. I plan on using the FD180 but with it I plan on having redundant ASI, ALT and Compass.

rv8ch · #6 06-24-2006, 11:57 PM

Apologies in advance if you already know this... There are some places where night VFR is an oxymoron. It could be a clear, moonless night, and you take off over the water or a big area of wilderness, and you'll have a heck of a time finding the horizon. Throw in some very high clouds that block all the stars, and you're really going to need an attitude indicator. If you're not mentally ready for this, it will surprise the heck out of you.

Where I fly there are lots of these black areas, and they are usually associated with mountains - double danger. In south Florida, there seem to be a lot of lights, but there are still huge areas of black.

As others have already stated, one of the current crop of low end EFIS would be an excellent choice. Here's what my panel will look like, if I can ever get it back from the panel cutter:

pierre smith · #7 06-25-2006, 03:19 AM

Hi Robert. For day VFR you still have to have a magnetic compass and an altimeter. You also have to have an oil pressure/temp gage (for a fourstroke engine), a tach and fuel gage/gages.

I've probabl ferried 30 ag airplanes from Wichita to Georgia with only the above gauges and they're fine for day VFR. Be very careful of night VFR as another poster said......it can hurt you,
Regards,

RV6_flyer · #8 06-25-2006, 06:33 AM

Quote:

Originally Posted by jlfernan

I'm getting ready to receive my QB wings and fuse and am starting to plan my panel. I planon doing a VFR day/night panel. Steam gauges and engine intruments probably from Vans. My question is, what is the concensus as to what flight or engine instruments are necessary? I don't want to go too basic, but for instance, since I'm VFR only do really need a DG? Any help and photos will be a great help.

It depends on what your OPERATING LIMITATIONS say.

If you have the latest Operating Limitations IAW FAA Order 8130.2F change 1, it will read: "After completion of phase I flight testing, unless appropriately equipped for night and/or instrument flight in accordance with ? 91.205, this aircraft is to be operated under VFR, day only."

FAR 91.205 http://www.risingup.com/fars/info/part91-205-FAR.shtml

(not copy and paste becasue it is too long) FAR 91.205 sells out exactly what is required for LEGAL night flight. 91.205 only applies to "STANDARD" aircraft but your Operating Limitations make it apply to your EXPERIMENTAL aircraft. If you are VFR DAY ONLY, FAR 91.205 does not apply.

Night VFR is not a good description. Regulations tell you what you have to have but it can turn to IFR too fast. My personal limit is to avoid flying a VFR only aircraft at night. I prefer an IFR capable aircraft for night flight. FAA Order 8130.2F gives the ASI or DAR two options for the operating limitations. VFR Day Only where 91.205 does not apply and VFR Day / Night plus IFR where 91.205 does apply.

http://www.rvdar.com

az_gila · #9 06-25-2006, 10:14 AM

A question for you guys flying with "glass" and a back-up altimeter..

What do you do when you get a new altimeter setting from ATC?

Do you press knobs/buttons and use the glass panel only, or do you have to do the programming bit AND then set the steam gauge back-up altimeter in the old fashioned way?

Do you always keep them in sync.? ....or do you just make one the master (the glass, I would presume) and just not set the back-up?

gil in Tucson..... never flown behind glass...

PS my observation of a neighbors new C-182 was that there were too many buttons/knobs/modes/interconnected avionics and not enough time to look out....

n468ac · #10 06-25-2006, 01:49 PM

Quote:

Originally Posted by az_gila

A question for you guys flying with "glass" and a back-up altimeter..

What do you do when you get a new altimeter setting from ATC?

Do you press knobs/buttons and use the glass panel only, or do you have to do the programming bit AND then set the steam gauge back-up altimeter in the old fashioned way?

Do you always keep them in sync.? ....or do you just make one the master (the glass, I would presume) and just not set the back-up?

gil in Tucson..... never flown behind glass...

PS my observation of a neighbors new C-182 was that there were too many buttons/knobs/modes/interconnected avionics and not enough time to look out....

I set the glass first ... then the backup. I found the glass just as easy as the old steam guage, after only a few hours.