panel upgrade advice

[hobofish]

howdy brain trust. wanted to see if i can get some tips or things i should take into consideration. i am trying for IFR and want my bird to be able to used for it. my thoughts were about going forward with Garmin GPS 175 where would i put it? and am not taking into consideration to make everything work well? thanks in advance for your insight!!
Dynon Skyview HDX 1100 in"
EFis D-10A
EMS D-10 for back up ( doesnt work anymore)
auto pilot
Sv-com-760
Sv-GPS 2020 (WAAS) ADS-B in/out
SV-ADSB-472
SV-236 remote magnetic compass
SV-ADAHRS-200
earth X battery 680

 

[BobTurner]

Okay, I’ll give you my opinion. First, you’ll get lots of replies, but right now everyone’s debating the just released mosaic rules!
1. Buy a new aluminum panel from Vans. They’re inexpensive, you’re going to need new holes, much easier to work on it off the plane.
2. Use paper/cardboard templates to work out where everything goes.
Current main EFIS goes left, to make room for the new GPS to its immediate right, same height as the AI display.
AP controls above the gps
Ditch the current D10 (you say doesn’t work? Presumably main EFIS displays engine data)
Get a back up battery for the D10A efis if you don’t have one now.
Move intercom to an out of the way location.
If necessary ditch some of the mechanical gauges.
I don’t see a transponder, I presume it’s the remote mounted Trig.
You have the option to remove the existing adsb gps box and use the new gps instead, but I’d just keep it for now.
Now, the hard question: what you propose is legal, but what will you do if gps goes down (either your box or a satellite issue or deliberate jamming)? I’d suggest, as a bare minimum, a handheld nav radio that will display VOR/ILS.
IFR is all about covering as many ‘what ifs’ as possible.

 

[hobofish]

Okay, I’ll give you my opinion. First, you’ll get lots of replies, but right now everyone’s debating the just released mosaic rules!
1. Buy a new aluminum panel from Vans. They’re inexpensive, you’re going to need new holes, much easier to work on it off the plane.
2. Use paper/cardboard templates to work out where everything goes.
Current main EFIS goes left, to make room for the new GPS to its immediate right, same height as the AI display.
AP controls above the gps
Ditch the current D10 (you say doesn’t work? Presumably main EFIS displays engine data)
Get a back up battery for the D10A efis if you don’t have one now.
Move intercom to an out of the way location.
If necessary ditch some of the mechanical gauges.
I don’t see a transponder, I presume it’s the remote mounted Trig.
You have the option to remove the existing adsb gps box and use the new gps instead, but I’d just keep it for now.
Now, the hard question: what you propose is legal, but what will you do if gps goes down (either your box or a satellite issue or deliberate jamming)? I’d suggest, as a bare minimum, a handheld nav radio that will display VOR/ILS.
IFR is all about covering as many ‘what ifs’ as possible.

thanks for the info. heres hoping i get more suggestions i never heard of a handheld nav radio that has VOR/ILS have a link for one?

 

[skirting_virga]

Now, the hard question: what you propose is legal, but what will you do if gps goes down (either your box or a satellite issue or deliberate jamming)? I’d suggest, as a bare minimum, a handheld nav radio that will display VOR/ILS.

I think if it comes down to flying a VOR/ILS off a handheld nav radio, I've accepted my fate. Now a handheld com radio and PAR or ASR approach, sure.

 

[12vaitor]

thanks for the info. heres hoping i get more suggestions i never heard of a handheld nav radio that has VOR/ILS have a link for one?

Check Sporty's Pilot shop, they have iCOM and Yaesu Nav-Com handheld radios.

 

[BobTurner]

I think if it comes down to flying a VOR/ILS off a handheld nav radio, I've accepted my fate. Now a handheld com radio and PAR or ASR approach, sure.

Have you tried it? At least down to non-precision minimums, it’s not hard at all. I’ve shot vor approaches (under the hood) using the original Sportys hand held, with no CDI at all - just a digital to or from bearing. You just squint your eyes and pretend it’s an NDB approach (and no wind, either!). But yes, if a PAR was available, that’d be the obvious choice.

 

[Dugaru]

Okay, I’ll give you my opinion. First, you’ll get lots of replies, but right now everyone’s debating the just released mosaic rules!
1. Buy a new aluminum panel from Vans. They’re inexpensive, you’re going to need new holes, much easier to work on it off the plane.
2. Use paper/cardboard templates to work out where everything goes.
Current main EFIS goes left, to make room for the new GPS to its immediate right, same height as the AI display.
AP controls above the gps
Ditch the current D10 (you say doesn’t work? Presumably main EFIS displays engine data)
Get a back up battery for the D10A efis if you don’t have one now.
Move intercom to an out of the way location.
If necessary ditch some of the mechanical gauges.
I don’t see a transponder, I presume it’s the remote mounted Trig.
You have the option to remove the existing adsb gps box and use the new gps instead, but I’d just keep it for now.
Now, the hard question: what you propose is legal, but what will you do if gps goes down (either your box or a satellite issue or deliberate jamming)? I’d suggest, as a bare minimum, a handheld nav radio that will display VOR/ILS.
IFR is all about covering as many ‘what ifs’ as possible.

This is all excellent advice.

 

[RNB]

What is the base rate of GPS outages impacting GA planes in actual IMC?

If one were seriously concerned about that, wouldn't not flying such times better mitigate the risk?

 

[tom_AZ]

What is the base rate of GPS outages impacting GA planes in actual IMC?

If one were seriously concerned about that, wouldn't not flying such times better mitigate the risk?

I can’t speak to specific rates, but GPS outage NOTAMS are not at all uncommon in the SW—and typically cover large areas. Not all of those turn into actual outages and if they do it’s not necessarily for the entire affected period, but you never know.

I’ve only been “caught” by one actual outage in IMC, probably as much because “flyable” IMC (non-convective, no ice) isn’t all that common here. It was the last leg of an 8+ hour trip returning from the upper MW. Signal went down near El Paso and the outage extended somewhere well beyond my destination (Tucson area). Wx wasn’t convective at that point, although it had been earlier (Monsoon season). VORs still work. No safety-driven reason to land and O/N in ELP.

 

[BobTurner]

What is the base rate of GPS outages impacting GA planes in actual IMC?

If one were seriously concerned about that, wouldn't not flying such times better mitigate the risk?

Some things - like geomagnetic storms due to solar activity - can be predicted a few days in advance. But on board gps failure (or another known problem: failure of a backup gps antenna that then radiates a signal blocking the main approach certified gps), or deliberate blocking are not at all predictable. I had the ‘good fortune’ of watching an ifr rated pilot under the hood on an IPC ride when, most likely, a trucker on the interstate was using a jammer. First, passing thru 1000’ agl, I saw the gtn 650 go from a green ‘LPV’ to a yellow ‘LNAV’. Pilot says nothing, but about 30 sec later he says, ‘I don’t think the glide slope is working’. I lean over and tap the CDI and say, ‘maybe that’s why the GS flag is showing’. Even though he knew we were in VMC, he was clearly approaching overload. I had to suggest he level off as we started to go below LNAV minimums. A few seconds later, a big red X goes across the 650, all gps data lost. I suggest removing the hood, land, then discuss. Some thoughts: (1) might have been a good idea to pre-load the ILS, so one button push would restore precision navigation; (2) IF tower reported ceiling 500’ or so, descend 100’ and have a look; (3) execute published miss. Pick up radar coverage around 800’ agl. Request ILS or find vmc. My point is, pilots need to think about these things before they happen.

 

[Dugaru]

or another known problem: failure of a backup gps antenna that then radiates a signal blocking the main approach certified gps),

Yup. Happened to me on an IFR flight, but in reverse: the antenna for my IFR GPS failed and also decided to jam every backup GPS, including my iPhone (!). Navcomm still worked fine, could have shot an ILS if needed.