Vertical Nav

[asaflyer]

I too am new to this forum but have been following the Q & A.
I intend to upgrade my RV-8A which presently has a 10A, & KMD 150 panel to the Dynon New Generation. I will add an SL30 and GNC 300XL.
My question is: Will the Next Gen System provide vertical navigation such as an ILS glide slope or nonprecision GPS descents? Or perhaps HITS? I would just as soon not have to add an MD200-360.
Thanks,
Jim

 

[dynonsupport]

We'll definitely take signals from precision approach devices, like external ILSs or WAAS GPS approaches. That's not what you're asking about though.

Some of us around here are bit edgy about with providing things that look like "glide slopes" or precision vertical guidance that aren't real (meaning that the FAA hasn't officially determined are safe), as we've seen some people confuse portable GPS VNAV profile capability with the real deal.

That said, we do display the vertical guidance from the 386 on up.

So, the answer is truly "we'll see" at the moment. It won't be a "day one" feature though.

 

[DjAg5dosk2]

Guys when you mention this:

"Some of us around here are bit edgy about with providing things that look like "glide slopes" or precision vertical guidance that aren't real (meaning that the FAA hasn't officially determined are safe), as we've seen some people confuse portable GPS VNAV profile capability with the real deal."

It prompts a question. As an MD11 operator/instructor for many years one can break down aircraft generated vertical guidance to Departure/Enroute/Arrival/Terminal/Approach. Which phase of flight are you referencing? What is the "real deal" anymore? My answer to real deal is a published procedure. That is SID/Enroute airway/STAR/Approach. All have lateral and vertical data.

I agree with you aircraft generated "glideslope" comment on approach when NOT BASED ON A PUBLISHED APPROACH. For that matter any procedure (SID/STAR) has vertical database logic displayed on PFD/ND. I think you would be OK for arrival/terminal descents in VFR light aircraft. Too much performance database issues for climb predictions for experimental airplanes.

We have found the industry, (Honeywell, Thales, Boeing, Airbus), is far ahead of the FAA. In our RNAV at FedEx we have generated a definition of Long Range Nav unit for FMS aircraft. It doesn't exist in FAA, ICAO, JAA, JarOps, industry or any other source. The FAA when presented said "OK". This helps our pilots when equipment, GPS signal, or route variations occur worldwide.

The industry leaders in RNAV are Alaska Airlines, FedEx, Southwest and other legacy carriers embracing the flexibility offered by the new equipment/procedures. I will stop this long winded post and plead for as much VNAV as you can comfortably offer and please skip the HSI or make it deselectable.

Best
Howard Rhodes

 

[asaflyer]

"We have found the industry, (Honeywell, Thales, Boeing, Airbus), is far ahead of the FAA."

Just about everyone is ahead of the FAA. That is the beauty of experimental aircraft. We have many exemptions not only in the VFR, but IFR environment as well. Cost of certified avionics is the major stumbling block. FAA Certified instrumentation is costly. However with an IFR Navcom with ILS we can do just about anything a Boeing can do, maybe not to the same minimums but throw in advisory situational awareness GPS enhanced avionics and we can do it easier. Fed Ex and Alaska Airlines pursued the Heads Up Display (HUD), a spin off from military applications 20 years ago, and combined with radar and GPS has enabled IFR approaches down the chanel at Juneau to unbelievable minimums. With synthetic vision and all of the new high tech non-TSO'ed equipment available today, Dynon and others have the ability to enable the General AViation pilot to easily fly to equilivant minimums. I encourage Dynon to do so. It is a bright future... it is just a matter of time and who gets there first and with the most affordable equipment will be the winner.

 

[DjAg5dosk2]

Alaska had RNP .15 to CAT I non-precision mins in Juneau a few years ago, I bet its lower now. We are locked in to RNP .3 to CAT I non-precision mins due to our initial Ops Spec certification/FMCs. Also FedEx is just getting MD11s with EVS HUDs now. Less than 10 are modified, no line crew members are qualified yet to use them in the approach environment. Southwest and Alaska are trendsetters there for sure.

The MD11 when first purchased in 1992 cost $100 million, $25M of that was avionics. The average experimental has some very nice stuff on the panel for a fraction of that figure. What a hobby. Go get 'em guys.