Pat this is one that you probably cannot leave to you mechanic alone. Best to call an avionics inspector at your FSDO, no the maintenance or airworthiness inspector you mechanic would probably deal with. Then send him the paperwork, then call him to see when he can make it out for an inspection. If he balks, there are currently more than a dozen installations in the US that I am aware of, including a maintenance inspector in the Anchorage Alaska FSDO.

Hope this helps

Jack
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Pat:

I agree with Jack that you have to pursue this diligently with the FSDO avionics person. Directing him/her to the following website may help: www.consultresearch.com/EFIS.htm

It has a draft letter to the FAA making the case for allowing such installations. You can make the argument just as well as I can, except that here it's coming from a third party (an aerospace engineer who has worked with the FAA, consulted for GE and has no ax to grind) and this site has everything in one place, not just the arguments but also pictures of the units, links to the manufacturers' sites and a link to a harrowing fatal accident that could have been avoided with these units.

I need to warn you that I think some of the newer Garmin handheld units weaken the arguments expressed in the letter. I drafted the letter earlier this year with the intention of starting a push at the FAA for blanket approval of experimental EFIS units. But certain developments since then, including these Garmin units, have led me to reconsider. I still think they should be approved, that it's a no-brainer. But the Garmin units include a "panel" screen, which is a GPS-derived version of an aircraft instrument panel and provides much of what you get with an EFIS. Enough, I believe, to get you out of trouble in IMC if you lose all your aircraft instruments (the sole exception is true airspeed, but I think ground speed is an adequate substitute). Frankly, this is not my expertise and I've been reluctant to argue that EFIS is critically needed if the FAA can argue that inexpensive flightbag instruments can do the job.

I have discussed this with several people (if the Garmin handheld "panel" screen is an adequate substitute) and:

a) I get opposing viewpoints, and

b) have had difficulty getting others to discuss it.

This uncertainty has weakened my resolve to pursue this. I raise it because you should be prepared to address the issue if the FAA inspector brings it up.

Ernie

P.S. BTW, I would welcome views on this matter of the "panel" screen being adequate.

Ernie

While the gps derived instrumentation that is available in a Gamin handheld certainly looks sexy, I have tried to do instrument approaches with one (296) with our IAR-823. The instruments just react very slowly for a reasonably high performance airplane. It is better than nothing, but... I have shot instrument approaches with the Dynon EFIS and can get to minimums 10 out of 10 times, with the 296 I can do half of that on a good day.
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I don't disagree that the Garmin "panel" is not good enough for an ILS approach. But the heart of my argument to get the FAA to reverse its decades-old policy is that these inexpensive EFIS units are the only reasonable alternative to prevent fatal accidents when you have a complete loss of powered aircraft instruments. And for that role only, I think the Garmin "panel" may be adequate*, thereby weakening substantially my main argument.

Ernie

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* BTW, I use the term "adequate" to mean exactly that: barely satisfactory.

For standard rate turns and straight in work - The panel page can help you in a bind - but I have found that the latency is too far behind the curve to help you in an emergency (unusual attitude) recovery. In fact - even on the Dynon, if you change the attitude too quickly, it goes to a Black & White screen which indicates it may not be indicating properly until it regains it's bearings...

So both solutions have drawbacks in a total emergency - but any options are always better than none. When you are in trouble - you can never have too many options - certified or not...

Thanks for your input - I will pursue this issue again using your ideas!

Pat

Pat,

I am in the process of installing a Dynon in my O-2A. I thught it was all downhill after I purchased the unit, but was I wrong. I have down loaded the previous threads, but (surprise) my avionics wizard would like to see copies of any FAA approved paperwork.

Can you help.

Any advise is appriciated.

George Keeler

Jack -

Shared the 337 form today with another flyer - he is asking for the back page of the 337 form - apparently there is addtional information on it that is needed?

Could you fax that side of the 337 to me? I will add it to the distribution for those that want it. Same fax as listed above - 563-922-3033.

George - send me your email - I'll forward to you too!

Thanks!

Will send it to you on monday

Jack
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Pat.

Thank you.

My e-mail is 1gck@bellsouth.net

George

DYNON EFIS INSTALLATION
 

Ok - I get requests for this paperwork almost weekly - and surprisingly - about 1/2 the time from Non-337 pilots....

I would like to take a quick poll to see who has since completed this installation and the requisite 337 forms successfully?

The paperwork I have was not sufficient to convince my local FSDO officer to approve it..... he never said no - but rather he would look into it.... and has never, ever responded... I want to pursue this further - and I am hoping that there are others out there who have curagious and open-minded FAA Inspectors...

Perhaps there are 2 or 3 of you who have completed this, and I can again get copies of the paperwork for others who wish to take advantage of it??

Thanks, and Happy Holidays!!

Another good reason, but sad.
http://youtube.com/watch?v=ZWC2XJYgcJU

I got field approval to put a Dynon EFIS front and center in a C-150. The inspector looked at the 337 for about 30 seconds, said "Wow" and signed it.

I spoke with a Dynon Rep at Sun N Fun and he said that all prior field approvals for certificated birds are going to be revoked by the FAA.

He was none too pleased, but said that they are not even going to be approved for "VFR" reference only. He said that the FAA told him in no uncertain terms that there would not be any of these in certificated planes.

FWIW.

Keven
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Sounds like they are trying to put the final nails in the GA coffin.

You know. You can make them fairly easily removable.

I did not know that, but if so, that's probably the future of their market/product. A shame too, because I flew an experimental a couple of weeks ago that had the full set up and it was very slick.

It would be near the top of my list if it weren't for the uncertainty.

Keven
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