AEA Pilot's Guide 2021-2022 - 16

ALTERNATIVELY APPROVED AVIONICS
Continued from page 15
Dynon's EFIS-D100
a second attitude indicator/primary flight
display. This one was announced at the 2016
Sun 'n Fun Fly-In in Lakeland, Florida.
Thus was born an entirely new wave of
avionics, avionics long available to amateur
aircraft builders and light-sport aircraft
makers - and passionately coveted by
owners of many light general-aviation aircraft.
For owners flying basic, low-value aircraft,
finding an affordable glass-cockpit conversion
ranked up there with holding a winning lottery
ticket.
Small chance. Now, more than five years
later, the avionics market is awash in new
options available solely because of this
alternative approval path.
Joining the glass-roots revolution
The EAA and Dynon worked with the FAA to
demonstrate the safety value of creating a simpler path
to approval than the old route of earning TSO approval
before seeking installation approvals as original
equipment in new aircraft or via STC.
A TSO is a minimum performance standard issued
by the FAA for specified materials, parts, processes
and appliances used on civil aircraft. A TSO is required
of equipment installed to allow flight operations on
an instrument flight rules plan and to legally fly in
instrument meteorological conditions. The FAA also
generally wants to see TSO'd gear in the panels of
aircraft flown for hire.
For decades, builders of experimental, amateurbuilt
aircraft submitted for approval the technical
specifications of avionics gear without TSO to gain
IFR approval for such so-called " unapproved " avionics.
Through this process, experimental, amateur-built
aircraft flew with non-TSO'd multifunction displays,
primary flight displays, and sundry electronic engine
and navigation displays.
Numerous factors fed the appeal of those new
display-based panel equipment. Safety underpinned
most of them.
A properly equipped panel filled with glass
instruments brought a higher level of reliability to the
cockpit and provided a path that pilots and owners
could follow to remove flight instruments with air-driven,
spinning-mass gyroscopes and air-data instruments
- and to ditch the reliability-plagued vacuum pumps
driving the gyroscope-based instruments.
Years of experience with non-TSO'd PFDs helped
these new glass instruments develop a following
thanks to their high reliability, lighter weight and the
deeper function sets many offered. For example, a
digital electronic PFD combines into one unit the three
air-data instruments - airspeed, altitude and vertical
speed - and the three gyro instruments: the attitude
indicator, directional gyro (or gyro compass as some
are called) and turn indicator.
Some of the earliest incarnations used their
electronic displays to present all six of the so-called
standard six-pack as six individual dials, retaining
a presentation familiar to most pilots. But further
advances in digital air-data sensors and solid-state
gyro-instrument sensors helped the PFD evolve
quickly into an instrument with a gyro-compass dial, a
turn indicator and more, all of it overlaid on an attitude
indicator presentation dominating the central area of
the screen.
As the avionics industry moved ahead, the PFD
display evolved with the air-data displays flanking the
AI display. On the left of the AI is a vertical airspeed
tape; on the right side, also adjacent to the AI display,
you will find a large vertical tape for the altimeter
readout, with a shorter vertical-speed tape parallel
alongside and parallel to the altimeter readout. The
air-data sensors make use of the same pitot-static
system used by analog instruments, except in a PFD
the pressure side is plumbed to a pressure transducer
that converts the pressure it feels into readouts for
airspeed, altitude and vertical speed.
Continued on page 18...
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AEA Pilot's Guide 2021-2022

Table of Contents for the Digital Edition of AEA Pilot's Guide 2021-2022

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