Picking my EFIS.  

[Rv7nut]

I need some advice in selecting my efis. In my panel I am going to have a GNS430w. I will also have an autopilot that need the ability to fly coupled approaches along with alt hold and all the toys. I will have backup instruments, Trutrak ADI, Alt, Airspeed.
My question is will the Dynon be capable of integrating with the 430 and what would be the best autopilot to work with this configuration?
Will I need a separate indicator with a obs resolver to fly the heading bug?
I also looked at the blue mountain with their Autopilot and the 430. My buddy has this in his plane and after their latest software update he can fly a pretty decent ILS approach with data from his 430. He just rotates the heading bug knob on his efis while being vectored and when the ILS needles start to center the autopilot couples to the inbound course and in he goes. Is the Dynon capable of that?
What I am looking for is an EFIS that is simple to operate without all the bells and whistles that some of the other contenders are putting out.
A nice ADI with a decent EHSI that integrates with an autopilot is all I need

 

[dynonsupport]

There are a lot of other things I could cover here, but if your primary need is integration with an autopilot, Dynon is not your company today. We do not integrate with any autopilots.

If our timeframe is a few months out, we are doing our own autopilot, and that will do exactly what you want, much like the Blue Mountain system does, but at a much lower price.

We have excellent integration with the 430 and can do a pretty advanced EHSI.

 

[PhantomPholly]

....However, the Dynon WILL display all the information you need to complete your ILS approach.

To have your autopilot fly the approach with a Garmin 430W you will need the AP 100 model of TruTrack autopilot (or the Sorcerer, which is much more expensive). That autopilot accepts steering signals generated by the VOR/ILS and also the NMEA signal from the GPS (for precision and nonprecision GPS approaches).

So, before Dynon convinces you their product won't do what you want, realize these two things:
- If you pick the correct autopilot to mate with your 430W then that pair of devices will fly your airplane to the airport irrespective of whether or not you have any functioning cockpit instruments - a nice backup!
- If you purchase the HS34 in addition to a Dynon EFIS then that EFIS can display HSI and overlay course and glidepath information for every approach the 430W can fly

Personally, when using an IFR certified approach device such as the 430W I do not favor the setups where the signal must first go through the EFIS and then the EFIS provovides the steering signals to the autopilot. That is just one more link in the chain to break.

 

[DougR]

Re: Picking my EFIS.  

The TT autopilot will fly the GPS WAAS Glideslope and once you fly one of those, you will have no interest in ILS's any more.

Yes, I know that the minimums are lower on the ILS's. But the WAAS approaches are so smooth and easy for the A/P or the Pilot to fly.

The big advantage to having an EFIS drive the A/P is altitude preselect and the ability to track the EFIS heading bug.

Either way, it is great to have options, and we have them today. One thing to consider, if you plan to fly hard IFR having a totally separate A/P is a great back up to an EFIS screen failure.

Tailwinds,
Doug Rozendaal
F-1 Rocket D-100 HS-34 G-430W TT-DII VSG (soon to be VSGV)

 

[PhantomPholly]

The TT autopilot will fly the GPS WAAS Glideslope and once you fly one of those, you will have no interest in ILS's any more.

True, but the FAA is dragging its' heels over publishing approaches for WAAS. Too, at some times of day or in some regions (far north in general) the WAAS signal is not strong enough and you may not legally (nor safely) continue to fly that to minimums.

The original poster has chosen a 430W; my response was tailored to his equipment and our current circumstances which, sadly, are subject to the whims of an agency unfriendly to GA.

Yes, I know that the minimums are lower on the ILS's. But the WAAS approaches are so smooth and easy for the A/P or the Pilot to fly.

I'll be curious to see how my 480 performs on an ILS - I am hoping it is smart enough not to "chase the glideslope."

The big advantage to having an EFIS drive the A/P is altitude preselect and the ability to track the EFIS heading bug.

The TruTrack has a heading set, which is no different than setting the heading bug on the EFIS. Yes, it is a "nice to have" but I really have to wonder if there isn't SOMETHING the pilot should be doing during an approach...

Either way, it is great to have options, and we have them today. One thing to consider, if you plan to fly hard IFR having a totally separate A/P is a great back up to an EFIS screen failure.

Tailwinds,
Doug Rozendaal
F-1 Rocket D-100 HS-34 G-430W TT-DII VSG (soon to be VSGV)

Agreed. Todays' toy planes are so much easier to navigate with than the old Rhino it would be a joke to compare them.

Cheers,

Bill

 

[Bill_Denton]

Re: Picking my EFIS.  

The TruTrack has a heading set, which is no different than setting the heading bug on the EFIS.

Not quite correct...

TruTrak allows you to select a desired GPS track to fly, but that is different from a true heading...

 

[PhantomPholly]

The TruTrack has a heading set, which is no different than setting the heading bug on the EFIS.

Not quite correct...

TruTrak allows you to select a desired GPS track to fly, but that is different from a true heading...

Hehe - I had forgotten that little tidbit. It had become automatic to dial in the assigned heading, then wait until it settled and add an adjustment for wind drift (if any). If it was less than 5 degrees I just left it alone.

Personally I will be happier on the day they switch everything over to GPS and issue headings and altitudes in TRUE and GPS-ABSOLUTE. GPS receivers are now so inexpensive that there really is no justification not to make that switch.

 

[PilotKris]

Re: Picking my EFIS.  

Hehe - I had forgotten that little tidbit.  It had become automatic to dial in the assigned heading, then wait until it settled and add an adjustment for wind drift (if any). .

I hope that means that you're adjusting your gound track so that your heading is indicating what ATC assigned.

ATC assigns HEADINGS, not ground track. If you don't fly that HEADING (especially intentionally), you're BUSTED! (what's the FAR # for failing to comply with ATC?).

When ATC assigns a heading, they already know what the winds are and have compensated for that when they gave you the heading. That's a major limitation of autopilots like TruTrack. I hope that the Dynon autopilot has an actual heading mode.

It will be a long time before there is a switch to ATC ground track assignments as I know of no certified autopilot that has a "ground track" mode.

PilotKris

 

[PhantomPholly]

I hope that means that you're adjusting your gound track so that your heading is indicating what ATC assigned.

ATC assigns HEADINGS, not ground track. If you don't fly that HEADING (especially intentionally), you're BUSTED! (what's the FAR # for failing to comply with ATC?).

When ATC assigns a heading, they already know what the winds are and have compensated for that when they gave you the heading. That's a major limitation of autopilots like TruTrack. I hope that the Dynon autopilot has an actual heading mode.

It will be a long time before there is a switch to ATC ground track assignments as I know of no certified autopilot that has a "ground track" mode.

PilotKris

Yes, it means I fly the assigned magnetic heading, thank you. Due to getting a new plane an performing extensive upgrades / painting, I haven't actually flown behind my autopilot for quite some time and so I had forgotten that tidbit in the midst of typing.

You are somewhat mistaken, however, in that you CAN get the TruTrack to fly a magnetic heading if you want to. All you need is a switch to turn off the signal from your GPS (or turn off the GPS itself if you want to practice partial-panel), and it reverts to an internal magnetic heading sensor (for which you can run a setup function to automatically adjust for magnetic interference in the cockpit). Now that you mention it, that is actually a good idea - have an autopilot "GPS/MAG" source switch.

It is always important to know your systems - including their "Failure Modes." In the case of the TruTrack, if you have either slaved it to GPS steering or if you have selected a GPS ground track and that steering becomes unreliable, it defaults to tracking a Magnetic Course. At high altitudes with high winds and a large magnetic variation, I have seen the GPS start blinking "Unreliable" and the autopilot execute a 30 degree turn...

That would get the controllers' attention...

 

[jakej]

Re: Picking my EFIS.  

You are somewhat mistaken, however, in that you CAN get the TruTrack to fly a magnetic heading if you want to.  All you need is a switch to turn off the signal from your GPS (or turn off the GPS itself if you want to practice partial-panel), and it reverts to an internal magnetic heading sensor (for which you can run a setup function to automatically adjust for magnetic interference in the cockpit).  Now that you mention it, that is actually a good idea - have an autopilot "GPS/MAG" source switch.

FWIW - The Trio Autopilot has a CRS (Course) mode button (as well as TRK mode - Gps) which is excellent for taking up any heading required by ATC

Jake