Today's Message Index:
----------------------
1. 06:24 AM - BMA EFIS1 to SL-30 (Mark Taylor)
2. 10:49 AM - Re: BMA EFIS1 to SL-30 (John Schroeder)
3. 01:42 PM - Re: BMA EFIS1 to SL-30 (Terry Watson)
4. 04:45 PM - What display? (Richard Carden)
5. 07:22 PM - Re: BMA EFIS1 to SL-30 (John Schroeder)
Message 1
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| Subject: | BMA EFIS1 to SL-30 |
--> Avionics-List message posted by: "Mark Taylor" <mtaylo17@msn.com>
Thanks Dean for the help!
I'm considering ditching the conventional CDI in favour of just using the
EFIS HSI. That way, I think I can make better use of the panel space for a
backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form of nav.
In doing this, my next problem is interfacing the SL-30 and GX-60 with EFIS
through the Apollo Annunciator. I don't know how easy this will be though.
I'll keep everyone posted on how it all works out.
Thanks again!
Mark Taylor
Time: 11:06:35 PM PST US
From: "Dean Psiropoulos" <deanpsir@easystreet.com>
Subject: Avionics-List: EFIS 1 and SL-30
--> Avionics-List message posted by: "Dean Psiropoulos"
<deanpsir@easystreet.com>
Years ago:
Actually not as long ago as one might think, aircraft instruments were
electro-mechanical devices (as opposed to TV screens). These
electro-mechanical instruments were driven by analog electronics (instead of
digital computers) and those interfaces were mainly resolver and synchro (as
opposed to RS232 and USB). Resolvers are rotational sensors that are driven
by the little knobs on aircraft mechanical instruments (ie. Omnibearing
selector on the VOR head). Synchros are the little "motors" inside aircraft
mechanical instruments that drive airspeed and altimeter (on old Boeing 727s
for example).
These little critters are something akin to stepper motors that are used in
computer printers today. They are 3 phase devices that can be driven to a
precise position to facilitate accurate pointing of the hands on an airspeed
indicator (on large commercial aircraft, our mechanical airspeed indicators
are of course driven by the pitot static system) or.....sense the
positioning of a knob when someone inputs data into a 727's autopilot for
example. Resolver and synchro use is much more prevalent on large
commercial aircraft however it does filter down into the GA arena (quite a
bit on biz jets, very little on piston singles).
Bottom line for your EFIS dilemma is that you will NOT be able to use a
conventional electromechanical VOR/ILS indicator with the SL-30 set to the
serial mode. You'll need a VOR/ILS indicator that outputs/accepts serial
data in the format that the SL-30 uses it. It may be possible that you can
rig up some kind of relay where you can flip a switch and transfer the
signal to an electromechanical VOR/ILS indicator if the EFIS dies but I
haven't looked into this. And since I bought the Dynon instead of the Blue
Mountain, I won't be needing to solve this problem for my airplane (I also
won't have the cool HSI you all have either). Let us know what you finally
do to solve this one. Thanks.
Dean Psiropoulos
RV-6A, 24907
Canopy is finally on!!!!
Tax headache? MSN Money provides relief with tax tips, tools, IRS forms and
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Message 2
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| Subject: | Re: BMA EFIS1 to SL-30 |
--> Avionics-List message posted by: John Schroeder <jschroeder@perigee.net>
Mark -
Unless I am mistaken that you must have an OBS instrument to legally do
GPS approaches with your GX-60. The EFIS/ONE GPS is not certified so you
cannot do one with EFIS. And as I understand the material on the BMA
Forum, EFIS/ONE can't take an input from an external GPS. WE are doing
EFIS/ONE and the Garmin AT CNX-80 and will be adding and OBS (Garmin 106A)
to do the GPS. Eric Jones has a relay controlled switch to switch all the
signals from GPS to VOR/ILS. This may work for your situation.
John
>
> I'm considering ditching the conventional CDI in favour of just using the
> EFIS HSI. That way, I think I can make better use of the panel space for
> a backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form
> of nav.
>
> In doing this, my next problem is interfacing the SL-30 and GX-60 with
> EFIS through the Apollo Annunciator. I don't know how easy this will be
> though.
>
Message 3
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| Subject: | BMA EFIS1 to SL-30 |
--> Avionics-List message posted by: "Terry Watson" <terry@tcwatson.com>
This is from the Blue Mountain website question and answer area. It's not
clear to me whether this answers your concern about GPS approaches or not.
Terry
RV-8A BMA EFIS/one
wiring
Q: Can I fly EFIS/One legally under IFR?
Yes. For an experimental aircraft everything in the EFIS is legal to fly.
When you get your aircraft registered, just tell the DAR that you want it
certified for IFR and he'll tell you what you need to do. Of course you'll
have to comply with CFR 14 91.205(d), which is the list of things your
aircraft must have to be certified for IFR. But everything EFIS/One (or
EFIS/Lite!) has that's on that list is legal to use
.--> Avionics-List message posted by: John Schroeder
<jschroeder@perigee.net>
Mark -
Unless I am mistaken that you must have an OBS instrument to legally do
GPS approaches with your GX-60. The EFIS/ONE GPS is not certified so you
cannot do one with EFIS. And as I understand the material on the BMA
Forum, EFIS/ONE can't take an input from an external GPS. WE are doing
EFIS/ONE and the Garmin AT CNX-80 and will be adding and OBS (Garmin 106A)
to do the GPS. Eric Jones has a relay controlled switch to switch all the
signals from GPS to VOR/ILS. This may work for your situation.
John
>
> I'm considering ditching the conventional CDI in favour of just using the
> EFIS HSI. That way, I think I can make better use of the panel space for
> a backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form
> of nav.
>
> In doing this, my next problem is interfacing the SL-30 and GX-60 with
> EFIS through the Apollo Annunciator. I don't know how easy this will be
> though.
>
Message 4
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--> Avionics-List message posted by: Richard Carden <flywrite@erols.com>
I've got a Garmin GPS Model 35-HVS, which is just the GPS module which
sits atop the cabin or wing. It has 12 feet or so of an 8-conductor plus
ground cable which feeds . . . what? Anybody know of a display that will
accept/display data from this antenna? A Garmin tech support guy said he
thought a number of units were compatible, but didn't know of any
specific unit.
Dick Carden
Message 5
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| Subject: | Re: BMA EFIS1 to SL-30 |
--> Avionics-List message posted by: John Schroeder <jschroeder@perigee.net>
Terry -
Unless they changed something in EFIS/ONE, Greg specifically addressed, on
the Forum, the issue of using GPS for IFR. You cannot use EFIS/ONE alone
for GPS navigation on an IFR clearance. You have to have a certified
enroute GPS to use GPS for navigation. EFIS/ONE's GPS is not certified. If
you do not have a VOR or a certified GPS or other FAA approved navigation
equipment, I doubt if you can file and fly IFR enroute under any normal
circumstances with EFIS/ONE.
Now, since you can input VOR/ILS signals to EFIS/ONE, you can legally file
IFR enroute and make approaches. Since you cannot input GPS signals, as of
yet, into EFIS/ONE, you can still navigate enroute with a GPS certified
for enroute use. However, if you want to make a GPS approach, that GPS
must be certified for terminal use and you have to have an OBS instrument.
There was also a discussion about feeding GPS signals from the CNX-80 to
EFIS/ONE via the serial ports on the CNX-80 and EFIS/ONE. The word from
Greg was that UPS/Garmin AT have not activated this feature in a way that
EFIS/ONE can use it. If this becomes the case in the future, I would
expect that the OBS could be dispensed with and one could use EFIS/ONE to
make the approach using the data from the certified CNX-80's GPS.
If anyone has a different take on this, I would appreciate their views and
discussion.
Thanks,
John
On Fri, 9 Apr 2004 13:44:20 -0700, Terry Watson <terry@tcwatson.com> wrote:
> --> Avionics-List message posted by: "Terry Watson" <terry@tcwatson.com>
>
> This is from the Blue Mountain website question and answer area. It's
> not
> clear to me whether this answers your concern about GPS approaches or
> not.
>
> Terry
> RV-8A BMA EFIS/one
> wiring
>
> Q: Can I fly EFIS/One legally under IFR?
>
> Yes. For an experimental aircraft everything in the EFIS is legal to
> fly.
> When you get your aircraft registered, just tell the DAR that you want it
> certified for IFR and he'll tell you what you need to do. Of course
> you'll
> have to comply with CFR 14 91.205(d), which is the list of things your
> aircraft must have to be certified for IFR. But everything EFIS/One (or
> EFIS/Lite!) has that's on that list is legal to use
>
> .--> Avionics-List message posted by: John Schroeder
> <jschroeder@perigee.net>
>
> Mark -
>
> Unless I am mistaken that you must have an OBS instrument to legally do
> GPS approaches with your GX-60. The EFIS/ONE GPS is not certified so you
> cannot do one with EFIS. And as I understand the material on the BMA
> Forum, EFIS/ONE can't take an input from an external GPS. WE are doing
> EFIS/ONE and the Garmin AT CNX-80 and will be adding and OBS (Garmin
> 106A)
> to do the GPS. Eric Jones has a relay controlled switch to switch all the
> signals from GPS to VOR/ILS. This may work for your situation.
>
> John
>
>
>>
>> I'm considering ditching the conventional CDI in favour of just using
>> the
>> EFIS HSI. That way, I think I can make better use of the panel space for
>> a backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form
>> of nav.
>>
>> In doing this, my next problem is interfacing the SL-30 and GX-60 with
>> EFIS through the Apollo Annunciator. I don't know how easy this will be
>> though.
>>
>
>
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