BuckWynd
Well Known Member
Every few months, I receive a sternly-worded Service Letter from the Parker-Hannifin Corporation, telling me all about the hazards of vacuum pumps, the possible severe consequences to IFR flyers whose pneumatic system contains certain parts, is not inspected at certain intervals, etc. etc.
Flying, Aviation Safety, Over the Airwaves, and other good publications often contain articles about pilots whose gyros fail in IMC, and who either survive despite the failure, or whose next-of-kin are now suing someone.
Yes, EFIS/AHRS systems need to be watched and "maintained," but I'm looking forward to never receiving these mailings again. I've made a commitment to an almost totally digital panel, with a Dynon D-10A taking the place of my "standby gauges." (The primary displays will be Grand Rapids Technology units.) This is a somewhat strange commitment from someone who loves flying open-cockpit airplanes with as little instrumentation as possible, but I'm getting used to the idea.
Has anyone had any difficulty getting an IFR signoff for their RV with an all-electronic panel? I've heard (third-hand) that some FSDOs would prefer to see a backup turn-and-bank indicator on the panel, regardless of what other equipment you have. Is this true? My FSDO hasn't said a word about a turn-and-bank.
Similarly, I want to see if anyone has had issues with a GRT single-AHRS installation and IFR. Has anyone been told that they should have a dual-AHRS setup in order to get an IFR signoff for their airplane (besides the obvious safety benefits a dual system would provide)?
Thanks in advance for any anecdotes or advice.
Flying, Aviation Safety, Over the Airwaves, and other good publications often contain articles about pilots whose gyros fail in IMC, and who either survive despite the failure, or whose next-of-kin are now suing someone.
Yes, EFIS/AHRS systems need to be watched and "maintained," but I'm looking forward to never receiving these mailings again. I've made a commitment to an almost totally digital panel, with a Dynon D-10A taking the place of my "standby gauges." (The primary displays will be Grand Rapids Technology units.) This is a somewhat strange commitment from someone who loves flying open-cockpit airplanes with as little instrumentation as possible, but I'm getting used to the idea.
Has anyone had any difficulty getting an IFR signoff for their RV with an all-electronic panel? I've heard (third-hand) that some FSDOs would prefer to see a backup turn-and-bank indicator on the panel, regardless of what other equipment you have. Is this true? My FSDO hasn't said a word about a turn-and-bank.
Similarly, I want to see if anyone has had issues with a GRT single-AHRS installation and IFR. Has anyone been told that they should have a dual-AHRS setup in order to get an IFR signoff for their airplane (besides the obvious safety benefits a dual system would provide)?
Thanks in advance for any anecdotes or advice.