Sean, we may need to talk.

Robert, what are you putting in your basic panel?

Really depends on your risk tolerance and what weather you plan to fly in. For most GPS loss situations, radar vectors and descent to an MVA will do you. Most of the time when that doesn't work, an ASR approach will be available somewhere - either by design or emergency roll your own.

PM Sent Stuart

I also come from the Bonanza world and chose the -8 in part due to it's speed. Should run side by side with a Bonanza.

As far as a panel, I have planned on putting in gyros, com, transponder and some type of a VFR GPS with a good map. I did learn running around in a Bonanza that there is always weather somewhere. I wouldn't fly a fast airplane without gyros.

I'm not including an autopilot in panel version 1 but have thought about pulling the wire during the radio install. Same could be done with autopilot brackets. Basically just make the install expandable. I have never flown one........might not even like it.

Different strokes for different folks. Really just depends on preference and budget.

Robert

Mike Ciholas, have you ever owned a homebuilt? I've owned 4. Have you ever flown an RV? I have 30 hours in them. Based on my experience, I do not recommend installing any VOR/ILS systems in this type of airplane. Its not needed. For 99.9% of the time, the GPS is going to be just fine.

I'm watching our shop do a magnificent dual G3X installation in an
O-2. Their breakthru was in realizing that since the ac was experimental,
this was an option.

BH

Garmin G3X with autopilot remote transponder /ADS-B and remote comm for 95% of the flying.

Garmin SL30 for backup which also gives you an ILS

Or Garmin 650 for backup which also gives you WAAS approaches.

What is the cost difference in certificated v uncertificated avionics for an experimental--or do you have to install certificated equipment to be IFR legal?

Someone who knows more will chime in, but my understanding is you have to have a certificated gps for /G and for ADS-B out, but that's about it. You do have to have the proper instruments for instrument flight, but I don't think they have to be certificated.

As to price, a G3X Touch lists for $4599 and includes the brains for digital autopilot, AOA, synthetic vision, etc. You do have to buy the various sensors and actuators, but the marginal cost for an autopilot is two servos at $750 each. The marginal cost for AOA is probably less than $200, since you have to have a pitot anyway. Data updates are $150/year. All of this in a box that does everything a G500 does.

Stuart's got it. Tons of discussion on this topic on the vansairforce boards, more than you ever wanted to know. As for costs, the dynon skyview touch does all that too for even less money. IMO dynon is the class act in this category but there are lots of other players.

I think it's about a $1 to $8 ratio...

sounds about right. full glass panel with synthetic vision, autopilot, gpss, WX display, ads/b out, com radio, somewhere south of $10k

here's a start http://www.dynonavionics.com/docs/news_ ... rices.html

Except that you can't buy an equivalent level of functionality in the certified market than you can get in experimental. For instance: there is no G3X touch equivalent in certified.

I have the G3X touch in my Searey, best piece of avionics I've ever owned, has full WAAS approaches but not technically legal without a certified box powering it but they are all there. I've never had to fly a Searey IFR and never will but it's there if you need it.

For an RV8 the G3X with nothing else is probably fine for 99.9% of flying but adding a 400w or other waas box would be ideal for legal waas approaches.

The VOR and ILS is dead and dying.

Full ADHRS back up on the iPad with a GDL39.

Fully installed cost with remote com and ADSB transponder was around $15K.

And updates are FREE