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Equipping a Lightning for IFR
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pequeajim



Joined: 03 Sep 2006
Posts: 708
Location: New Holland, PA

PostPosted: Tue Jan 23, 2007 5:04 pm    Post subject: Equipping a Lightning for IFR Reply with quote

What would be the best way to equip a Lightning for IFR? Is the 3300 a certified engine?

I was thinking mostly a glass panel witha 496 GPS and minimal gages.

Has anyone equipped their Lightning for IFR yet?

Jim!
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PostPosted: Tue Jan 23, 2007 6:39 pm    Post subject: Equipping a Lightning for IFR Reply with quote

I too, am interested in Jim's question.
What list of avionics would be considered a 'good' panel vs. a 'great' panel?

I heard about Linda's panel - all top of the line Chelton avionics. I imagine her panel is what everyone would consider to be a 'dream' panel, only obtainable upon winning the lottery before building a Lightning.

How about a photo of the different panels that each builder has come up with so far??
Thanks for everyone's input,
John

Jim Langley wrote:
[quote] What would be the best way to equip a Lightning for IFR? Is the 3300 a certified engine?

I was thinking mostly a glass panel witha 496 GPS and minimal gages.

Has anyone equipped their Lightning for IFR yet?

Jim!
Quote:

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PostPosted: Tue Jan 23, 2007 7:01 pm    Post subject: Equipping a Lightning for IFR Reply with quote

In a message dated 1/23/2007 8:05:53 PM Eastern Standard Time, pequeajim(at)gmail.com writes:
Quote:
What would be the best way to equip a Lightning for IFR? Is the 3300 a certified engine?

I was thinking mostly a glass panel witha 496 GPS and minimal gages.

Has anyone equipped their Lightning for IFR yet?

Jim!



It depends on the kind of IFR you are really interested in.

It doesnt matter if the 3300 is certified or not. It will drive a vacuum pump, that will satisfy the gyro requirements. The radios are not difficult, tho you may need a seperate alternator. Because of the agility and the susceptabilty to "bumps", it is not the "stable platform" many of us are familiar with in conducting IFR flight and approaches. I would only consider "light IFR"

If you want be be legal enough to punch through some clouds on either end of a flight, it is not a big deal. If you want to do approaches to minimums at night in winter through freezing rain, you are a damn fool that would do all of us a favor if you selected another bird There are some lessons to be learned from the Cirrus guys. A fast plastic plane with a parachute does not always make for a safe flight.

Doug Koenigsberg


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PostPosted: Tue Jan 23, 2007 7:14 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Jim,
My panel has the dual Grand Rapids EFIS system installed. I will attach a picture. When I was at the local FAA office (Richmond) to get my Repairman's certificate, I asked what I would need to fly my airplane IFR. I had previously asked the Atlanta office the same question while I was still in Shelbyville. The answer was that I would need some sort of basic VOR and a heated pitot tube. I think the best person to answer this question will be Linda and Joe, since they actually plan to do just that.
No need to install a 396 or 496 for their functions ( just use any hand held as a back up). But do order your GRT EFIS with a built in GPS, the terrain data base, and the XM weather upgrade and you will have everything on the "big screen". The first time you use the synthetic GPS approach steering you will be wowed - just tell it which airport you are going to and which runway you want to use. Amazing.
Blue Skies,
Buz


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pequeajim



Joined: 03 Sep 2006
Posts: 708
Location: New Holland, PA

PostPosted: Tue Jan 23, 2007 7:35 pm    Post subject: Re: Equipping a Lightning for IFR Reply with quote

THanks Buz for the information. The main reason that I would want to equip the aircraft for IFR is that I want to use to gain the hours and experience towards my instrument rating.

I only care about the safe minimum that I need. I will check out the GRT EFIS as well. I think a friend of mine has one in his Moose, and if it is indeed the same, it was impressive!

By the way, VERY nice clean panel you have there!


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PostPosted: Tue Jan 23, 2007 7:56 pm    Post subject: Equipping a Lightning for IFR Reply with quote

I am putting the following Dynon in my Lightning:
FlightDek-D180
"Dynon's FlightDEK represents a new class of
glass-cockpit avionics that combines all EFIS and EMS
functions into a single unit. This large screen
instrument seamlessly blends both functions through
intelligent use of graphics and its user-configured
split-screen technology. When looking to save money,
panel space and weight there's simply no better buy
than Dynon's FlightDEK-D180."
Anyone out there have any comments on the choice of
this package? Will I be able to make it IFR later? How
does it compare to the Grand Rapids system Buz chose
and Linda's Chelton system???

This instrument features:

10 Flight Instruments
16 Different Types of Engine Gauges
Bright Color LCD
Multi-Page Display
Supports Different Engine Types
Configurable Alarms
User-Friendly Operation
Affordable Price

--- N1BZRich(at)aol.com wrote:

Quote:
Jim,
My panel has the dual Grand Rapids EFIS system
installed. I will attach
a picture. When I was at the local FAA office
(Richmond) to get my
Repairman's certificate, I asked what I would need
to fly my airplane IFR. I had
previously asked the Atlanta office the same
question while I was still in
Shelbyville. The answer was that I would need some
sort of basic VOR and a heated
pitot tube. I think the best person to answer this
question will be Linda
and Joe, since they actually plan to do just that.
No need to install a 396 or 496 for their
functions ( just use any hand
held as a back up). But do order your GRT EFIS
with a built in GPS, the
terrain data base, and the XM weather upgrade and
you will have everything on the
"big screen". The first time you use the synthetic
GPS approach steering
you will be wowed - just tell it which airport you
are going to and which
runway you want to use. Amazing.
Blue Skies,
Buz



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PostPosted: Tue Jan 23, 2007 7:59 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Jim,
I'd agree with Doug on his points. You can do some practice approaches
though all day long in the plane. There's nothing keeping you from putting
in a VOR head and steam gauges if you want. Also I've got 4-5 or 6 panels
that I have pics of, I'll see if I can find them and post them in the next
day or so.

I did some research to find out if you could use a special light sport
aircraft (note that the Lightning is an E-LSA not an S-LSA) but the question
that I had was that if an SLSA plane were equipped with a Jabiru engine
would it be legal to flight instruct for compensation of hire in such an
aircraft and the equipment and engine? I called several FAA people and they
all told me that there is no restrictions on using an SLSA for flight
training, but the manufacturer of the engine can put a restriction on it.
An example is that at least on model of the Rotax prohibits night and/or IFR
flight. Probably a liability issue. Now the LSA allows for an airplane to
fly without a gyroscopic system so you can use an EFIS all day long without
standby attitude indicator. You do need the extra VOR head and I think that
if you are using dual EFIS without any kind of gyros then you have to have a
backup power system whether it's a second battery/alternator or whatever.
There are no such restrictions on flying the Jabiru engine at night or in
IFR that I'm aware of. THe jabiru is a certified engine under JAR-22. They
are not certified by the FAR part 33 though. What this means is that the
company certified it overseas and doesn't want to pay to go through the same
certifications here in the US and pay the extra cost. I believe it's the
same with the Jabiru aircraft.

Maybe Pete will chime in and clear this all up as I probably got some of it
wrong, but from my memory this is the way it is. Brian W.

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pequeajim



Joined: 03 Sep 2006
Posts: 708
Location: New Holland, PA

PostPosted: Tue Jan 23, 2007 8:08 pm    Post subject: Equipping a Lightning for IFR Reply with quote

No is my understanding correct that rather than relying on a vacuum driven attitude indicator, a certified electric one will do the trick?

On 1/23/07, Brian Whittingham <dashvii(at)hotmail.com (dashvii(at)hotmail.com)> wrote: [quote]--> Lightning-List message posted by: "Brian Whittingham" < dashvii(at)hotmail.com (dashvii(at)hotmail.com)>

Jim,
I'd agree with Doug on his points. You can do some practice approaches
though all day long in the plane. There's nothing keeping you from putting
in a VOR head and steam gauges if you want. Also I've got 4-5 or 6 panels
that I have pics of, I'll see if I can find them and post them in the next
day or so.

I did some research to find out if you could use a special light sport
aircraft (note that the Lightning is an E-LSA not an S-LSA) but the question
that I had was that if an SLSA plane were equipped with a Jabiru engine
would it be legal to flight instruct for compensation of hire in such an
aircraft and the equipment and engine? I called several FAA people and they
all told me that there is no restrictions on using an SLSA for flight
training, but the manufacturer of the engine can put a restriction on it.
An example is that at least on model of the Rotax prohibits night and/or IFR
flight. Probably a liability issue. Now the LSA allows for an airplane to
fly without a gyroscopic system so you can use an EFIS all day long without
standby attitude indicator. You do need the extra VOR head and I think that
if you are using dual EFIS without any kind of gyros then you have to have a
backup power system whether it's a second battery/alternator or whatever.
There are no such restrictions on flying the Jabiru engine at night or in
IFR that I'm aware of. THe jabiru is a certified engine under JAR-22. They
are not certified by the FAR part 33 though. What this means is that the
company certified it overseas and doesn't want to pay to go through the same
certifications here in the US and pay the extra cost. I believe it's the
same with the Jabiru aircraft.

Maybe Pete will chime in and clear this all up as I probably got some of it
wrong, but from my memory this is the way it is. Brian W.

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PostPosted: Tue Jan 23, 2007 8:10 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Charles,
Don't know about the Dynon, but I can vouch for the Grand Rapids. I also
was around when one of the first aircraft was equipped for testing the
Chelton line. It was a V-8, 450hp powered Lancair IV-P that would do 450mph
in cruise at 18k feet! The company merged with another one after that to
come up with the new Chelton. The Chelton is certified into many normal
category aircraft, while the Grand Rapids is not. I still really love the
Chelton and I think that in spite of it selling lower numbers than the G1000
or Avidyne systems it is the product that sets the standard. Now for the
downside, a standard setter usually costs a little more. For the money my
pick is exactly what Buz described, a two EFIS display with all the tricks,
weather, terrain, GPS, etc. Also buy all the little extra sensors like
Manifold Pressure. There's nothing that it won't do that the Chelton will.
Now the software between those two will be totally different and you might
like one or the other's menus better. There's still room for improvement in
any of these products, but the Grand Rapids is one that I believe has been
predominant because it's by far the best bang for your buck. I don't think
that Nick cared too much for a Dynon screen, but I think that he's like me
and flown with the GR EFIS more and therefore perhaps a little biased!?
When in doubt, check them both out in person. Brian W.

P.S. I might be more inclined to get the Chelton if I had more money that I
currently do as well

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PostPosted: Tue Jan 23, 2007 8:13 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Charles,
I have not flown the newest Dynon EFIS you describe, but it sounds like the GRT screens with their split screen options - all flight instruments, all engine instruments, or all GPS map, or any combination of the above on each screen. However, I will soon get to fly with the new Dynon as the EAA chapter airplane we are building has the Dynon (price consideration) and I will be making the initial flight in the airplane.
At this point, I am sold on the Grand Rapids based on flying it for about 240 hours. I have a dual screen GRT panel. It does it all (with the built in GPS) to include a synthetic approach, terrain awareness, wind, G-meter, etc., etc. It will even do weather like the 396 and 496 if you spend an extra $1500 (less than buying a 396). I will likely do that sometime after Sun-N-Fun. GRT told me at Oshkosh if I would wait until SNF the weather option would also include XM radio. Wow, tunes while on a long cross country. Right now I have a CD player, but XM radio will be great. I have it in my hangar. I looked closely at the Dynon and chose the GRT for several reasons. One very important one, Pete and his guys are much more familiar with GRT having installed many of the units and they work closely with the factory.  Dynon sent them several of their units to try, but they seemed to be slower to update - the display seemed to be jumpy in a fast pitch change or fast bank - and the units did not seem nearly as bright out in the sun when I looked at them at Oshkosh. The newer ones may be better, and as I said above, I will be flying behind one in the airplane the chapter built. By the way, all the features you mentioned for the Dynon sound just like the GRT EFIS. Suggest you find someone with each type and fly behind one of each. Or look at both at Sun-N-Fun and/or Oshkosh.
Just my $.02 - your mileage may vary.
Blue Skies,
Buz
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PostPosted: Tue Jan 23, 2007 8:25 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Actually the Lightning is NOT an E-LSA. It is an experimental (the same 51% rule that has always been in effect) aircraft that can be built to conform with the light sport rules and can thus be flown by a pilot operating as a sport pilot. As far as E-LSA, as I understand it, a company can not have an E-LSA until they have first got approval for an SLSA. In other words, after they have approval to sell SLSAs (turn key flying aircraft) they can then sell E-LSAs that are finished to some percent less than fully turn key. As Brian said, Pete will have the real words.
Blue Skies,
Buz
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PostPosted: Tue Jan 23, 2007 8:28 pm    Post subject: Equipping a Lightning for IFR Reply with quote

That was my understanding of it. I don't have the FAR's in front of me
right now. Pete would definately be the one to ask about that though. I'm
sure he's answered it fifteen dozen times so he probably has it completely
memorized backwards and forwards. I am forgetful sometimes but I know that
I read that this light sport rule was trying to do away with some
antiquanted rules such as the requirements for gyros. Instead the latest
and greatest inventions such as the Dynon or Grand Rapids EFIS uses GPS and
AHRS to interpret attitude. This is the kind of technology that would have
cost a small fortune a decade ago and would only be in high end commercial
jets or military aircraft. We're getting to the point where we have
technology like or better than some commercial jets which use the Intertial
Nav Systems or the older Inertial Reference Systems. Now what somebody
described on here already the deal with the Cirrus is what we're getting
into with all the "Electric Cockpits." You can give a pilot the ability to
have the ultimate in situational awareness, but that doesn't make them
situationally aware, and by the same token can't change their decision
making skills. Some who would press the issues anyhow do so thinking that
they can push through any thunder bumper with this technology. Just like
the ballistic chute and the rate of Cirrus who have come down without
deploying. Just because you have it doesn't mean you can make the pilot use
it.
From: "Jim Langley" <pequeajim(at)gmail.com>
Reply-To: lightning-list(at)matronics.com
To: lightning-list(at)matronics.com
Subject: Re: Re: Equipping a Lightning for IFR
Date: Tue, 23 Jan 2007 23:08:48 -0500

No is my understanding correct that rather than relying on a vacuum driven
attitude indicator, a certified electric one will do the trick?

On 1/23/07, Brian Whittingham <dashvii(at)hotmail.com> wrote:
Quote:


dashvii(at)hotmail.com>

Jim,
I'd agree with Doug on his points. You can do some practice approaches
though all day long in the plane. There's nothing keeping you from
putting
in a VOR head and steam gauges if you want. Also I've got 4-5 or 6 panels
that I have pics of, I'll see if I can find them and post them in the next
day or so.

I did some research to find out if you could use a special light sport
aircraft (note that the Lightning is an E-LSA not an S-LSA) but the
question
that I had was that if an SLSA plane were equipped with a Jabiru engine
would it be legal to flight instruct for compensation of hire in such an
aircraft and the equipment and engine? I called several FAA people and
they
all told me that there is no restrictions on using an SLSA for flight
training, but the manufacturer of the engine can put a restriction on it.
An example is that at least on model of the Rotax prohibits night and/or
IFR
flight. Probably a liability issue. Now the LSA allows for an airplane
to
fly without a gyroscopic system so you can use an EFIS all day long
without
standby attitude indicator. You do need the extra VOR head and I think
that
if you are using dual EFIS without any kind of gyros then you have to have
a
backup power system whether it's a second battery/alternator or whatever.
There are no such restrictions on flying the Jabiru engine at night or in
IFR that I'm aware of. THe jabiru is a certified engine under
JAR-22. They
are not certified by the FAR part 33 though. What this means is that the
company certified it overseas and doesn't want to pay to go through the
same
certifications here in the US and pay the extra cost. I believe it's the
same with the Jabiru aircraft.

Maybe Pete will chime in and clear this all up as I probably got some of
it
wrong, but from my memory this is the way it is. Brian W.

_________________________________________________________________
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PostPosted: Tue Jan 23, 2007 8:33 pm    Post subject: Equipping a Lightning for IFR Reply with quote

That's what the light sport tour is for. It's confusing to a lot of folks.
You wouldn't believe how many people that I talk to that say that they are
looking for a 4 seat LSA!?

By the way Buz, my wife got the job down in Houston at mission control so
we'll be moving around this summer time. Really going to miss flying the
Lightning's and Jabiru engines when we leave though. I have no clue what
route I'll take when looking for a job down there. Well I'm off to bed for
the night. Brian W.
From: N1BZRich(at)aol.com
Reply-To: lightning-list(at)matronics.com
To: lightning-list(at)matronics.com
Subject: Re: Re: Equipping a Lightning for IFR
Date: Tue, 23 Jan 2007 23:24:44 EST

Actually the Lightning is NOT an E-LSA. It is an experimental (the same
51%
rule that has always been in effect) aircraft that can be built to conform
with the light sport rules and can thus be flown by a pilot operating as a
sport pilot. As far as E-LSA, as I understand it, a company can not have
an
E-LSA until they have first got approval for an SLSA. In other words,
after
they have approval to sell SLSAs (turn key flying aircraft) they can then
sell
E-LSAs that are finished to some percent less than fully turn key. As
Brian
said, Pete will have the real words.
Blue Skies,
Buz

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PostPosted: Tue Jan 23, 2007 8:36 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Thanks all for the advice on the Grand Rapids vs
Chelton vs. Dynon. I have already bought the Dynon and
hope it works out ok. They claim it was used on Space
Ship One. As far as I know it is just an artificial
horizon and engine monitoring gauges all in one
screen. My system only cost like 3500 if I remember
correctly. I also have a 496 Garmin and hope to get XM
weather through that. Why is the Grand Rapid system so
expensive- it said 8900 starting price on the website?

--- N1BZRi(at)aol.com wrote:

Quote:
Charles,
I have not flown the newest Dynon EFIS you
describe, but it sounds like
the GRT screens with their split screen options -
all flight instruments, all
engine instruments, or all GPS map, or any
combination of the above on each
screen. However, I will soon get to fly with the
new Dynon as the EAA
chapter airplane we are building has the Dynon
(price consideration) and I will be
making the initial flight in the airplane.
At this point, I am sold on the Grand Rapids
based on flying it for
about 240 hours. I have a dual screen GRT panel.
It does it all (with the
built in GPS) to include a synthetic approach,
terrain awareness, wind, G-meter,
etc., etc. It will even do weather like the 396
and 496 if you spend an
extra $1500 (less than buying a 396). I will
likely do that sometime after
Sun-N-Fun. GRT told me at Oshkosh if I would wait
until SNF the weather option
would also include XM radio. Wow, tunes while on a
long cross country. Right
now I have a CD player, but XM radio will be great.
I have it in my hangar.
I looked closely at the Dynon and chose the GRT for
several reasons. One
very important one, Pete and his guys are much more
familiar with GRT having
installed many of the units and they work closely
with the factory. Dynon
sent them several of their units to try, but they
seemed to be slower to update
- the display seemed to be jumpy in a fast pitch
change or fast bank - and
the units did not seem nearly as bright out in the
sun when I looked at them at
Oshkosh. The newer ones may be better, and as I
said above, I will be
flying behind one in the airplane the chapter built.
By the way, all the features
you mentioned for the Dynon sound just like the GRT
EFIS. Suggest you find
someone with each type and fly behind one of each.
Or look at both at
Sun-N-Fun and/or Oshkosh.
Just my $.02 - your mileage may vary.
Blue Skies,
Buz



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PostPosted: Tue Jan 23, 2007 8:48 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Charles,
I think that the Dynon was used in the similuator for Spaceship one as a
backup for the TONU, but think in the real aircraft a Garmin 396 was used
for a backup. Take a look:

Spaceship one cockpit:
http://www.scaled.com/projects/tierone/gallery/flight_general/drop_int_vid_800
White Knight Cockpit:
http://www.scaled.com/projects/tierone/gallery/flight_general/WK_cockpit_view_800
Simulator:
http://www.airbum.com/pireps/SS1FrontCockpitWEB.jpg

I don't think that the Dynon will be a bad choice for you. I'm just not as
familiar with it. Let us know how it works out for you. I'll look for
those cockpit photos in the next couple of days to post. Brian W.

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cdewey6969(at)yahoo.com
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PostPosted: Tue Jan 23, 2007 9:09 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Brian, Thanks for those awesome photos of Space Ship
One interior. I just read on the Dynon website that
they are now doubling the power of the brightness of
the FlightDek for an extra 200 bucks. Too late for me
unfortunately- wish I knew ahead of time- I dont want
a display that can't be seen in the sun or at
night!!!! I feel ripped off!!!
--- Brian Whittingham <dashvii(at)hotmail.com> wrote:

Quote:

Whittingham" <dashvii(at)hotmail.com>

Charles,
I think that the Dynon was used in the similuator
for Spaceship one as a
backup for the TONU, but think in the real aircraft
a Garmin 396 was used
for a backup. Take a look:

Spaceship one cockpit:

http://www.scaled.com/projects/tierone/gallery/flight_general/drop_int_vid_800

Quote:
White Knight Cockpit:

http://www.scaled.com/projects/tierone/gallery/flight_general/WK_cockpit_view_800

Quote:
Simulator:
http://www.airbum.com/pireps/SS1FrontCockpitWEB.jpg

I don't think that the Dynon will be a bad choice
for you. I'm just not as
familiar with it. Let us know how it works out for
you. I'll look for
those cockpit photos in the next couple of days to
post. Brian W.


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PostPosted: Tue Jan 23, 2007 11:15 pm    Post subject: Equipping a Lightning for IFR Reply with quote

Brian,
There is an upgrade for the screen.
Paul Mitchell in UK
---


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PostPosted: Wed Jan 24, 2007 6:34 am    Post subject: Equipping a Lightning for IFR Reply with quote

We have tried three different Dynon units – D10 & D10A – in Lightning and Esquals. We found that none of them would keep up with the aircraft when handled aggressively. Nick would make a low pass down the runway at 200 mph and pull up 30 and bank left 60 degrees and the Dynon showed him in a right turn. Bank the plane quickly from 45 left to 45 right and then back again and the Dynon would turn gray and have to “find” itself again. On the last trip to Sun N Fun Nick was flying along our Jabiru J250 at a constant altitude and the Dynon was showing a descent of several thousand feet and then a climb to a level above our altitude. Our back up altimeter did not do that. The Dynon tech reps had no idea how to fix. We tried many software fixes but did not find a solution.

We’ve given up on Dynon and are exclusively GRT for our own aircraft.

Pete


From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of N1BZRich(at)aol.com
Sent: Tuesday, January 23, 2007 10:14 PM
To: lightning-list(at)matronics.com
Subject: Re: Lightning-List: Equipping a Lightning for IFR


Charles,

I have not flown the newest Dynon EFIS you describe, but it sounds like the GRT screens with their split screen options - all flight instruments, all engine instruments, or all GPS map, or any combination of the above on each screen. However, I will soon get to fly with the new Dynon as the EAA chapter airplane we are building has the Dynon (price consideration) and I will be making the initial flight in the airplane.

At this point, I am sold on the Grand Rapids based on flying it for about 240 hours. I have a dual screen GRT panel. It does it all (with the built in GPS) to include a synthetic approach, terrain awareness, wind, G-meter, etc., etc. It will even do weather like the 396 and 496 if you spend an extra $1500 (less than buying a 396). I will likely do that sometime after Sun-N-Fun. GRT told me at Oshkosh if I would wait until SNF the weather option would also include XM radio. Wow, tunes while on a long cross country. Right now I have a CD player, but XM radio will be great. I have it in my hangar. I looked closely at the Dynon and chose the GRT for several reasons. One very important one, Pete and his guys are much more familiar with GRT having installed many of the units and they work closely with the factory. Dynon sent them several of their units to try, but they seemed to be slower to update - the display seemed to be jumpy in a fast pitch change or fast bank - and the units did not seem nearly as bright out in the sun when I looked at them at Oshkosh. The newer ones may be better, and as I said above, I will be flying behind one in the airplane the chapter built. By the way, all the features you mentioned for the Dynon sound just like the GRT EFIS. Suggest you find someone with each type and fly behind one of each. Or look at both at Sun-N-Fun and/or Oshkosh.

Just my $.02 - your mileage may vary.

Blue Skies,

Buz
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PostPosted: Wed Jan 24, 2007 7:08 am    Post subject: Equipping a Lightning for IFR Reply with quote

I am setting up my Lightning for IFR flight but will be used for training
and some light IFR to get in or out.
GRT EFIS dual w/ internal GPS, fuel flow and fuel pressure.
TruTrak Auto pilot Digiflight II VSGV
Garman
GMA 340 Audio panel w/marker Beacon
GTX 330 Transponders w/ Traffic Information
SL30 Comm/Nav
SL40 Comm
I went with Garman because it works with GRT EFIS as also TruTrak. Garman is
small, light and low amps.
Also used the Approach Fast Stack because I get full Garman warranty and it
is much faster to install or remove avionics. Total cost has been around
$28,000.+. Still have to get the antennas. Not cheap but I just sold my two
Aztecs so will pay for the radios in about a years fuel saving.!

The lighting is in build now but am waiting for parts not delivered by Arion
to continue the build.

Does anyone have pictures of how they mounted the TruTrak servos?

Johnny Thompson, Sahuarita Az, 14AZ


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N1BZRich(at)AOL.COM
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PostPosted: Wed Jan 24, 2007 7:29 am    Post subject: Equipping a Lightning for IFR Reply with quote

Johnny,
If you live in sunny Arizona you will not ever need to fly IFR - 3
[quote][b]


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