Big Screen EFIS

It’s a no brainer.‭ ‬If you’re building a kit aircraft from scratch‭, ‬you’re buying a primary EFIS over traditional instruments‭. ‬There are many reasons‭. ‬With an EFIS there are no vacuum-driven spinning‭ ‬gyros to fret over‭, ‬the displays can‭ ‬save serious space‭, ‬plus a modern EFIS‭ ‬displays critical primary engine and‭ ‬fuel data‭. ‬There’s navigation and charting utilities and the ability to command autopilot servos directly‭. ‬The market has spoken‭, ‬and it’s glass over gyros‭.‬

Next you’ll have to decide which‭ ‬size‭, ‬brand and model display suits you and your panel the best‮—‬whether it’s a single‭, ‬7-inch utilitarian entry-level display or a flagship 12-inch multi-display setup with all the options‭. ‬And to help‭ ‬make that choice‭, ‬we say get a demo‭ ‬from a salesperson who knows the product‭. ‬Look at the on-screen font size‭, ‬the‭ ‬data layout‭, ‬try the user interface and‭ ‬study the installation manuals‭. ‬Fly with it when possible because if you haven’t shopped the modern EFIS market in a while‭, ‬the decision won’t be easy‭.‬

In this guide we’ll set you on an educated start‭, ‬concentrating on big screen‭, ‬primary flight displays‭. ‬In a future issue‭, ‬we’ll take up the topic of the smaller‭ ‬displays‭, ‬especially those intended as‭ ‬backups to major systems or retrofits for‭ ‬older aircraft with circular instrument‭ ‬holes‭. ‬There’s enough in that category‭ ‬alone to make a meal of‮—‬plus‭, ‬we hear there are some new products coming‭. ‬

We can’t come close to covering all of the features for these complex‭, ‬layers-deep systems‭, ‬but we’ll hit the features that catch our eye‭. ‬While you’re reading‭, ‬reference the cut-to-the-chase comparison charts starting on‭ ‬page 46‭.‬‭ ‬About‭ ‬‭ ‬prices‭:  ‬For the most part‭, ‬those‭ ‬listed in the text are for the screens‭ ‬only‭. ‬In many cases‭, ‬you’ll need to add the gyro‭ (‬or AHRS‭) ‬package separately‭. ‬Oh‭, ‬and while you’re here‭, ‬understand that while there are distinctions‭, ‬and manufacturers use different terminology‭, ‬we’ve combined ADAHRS and‭ ‬ADHRS into one term‭, ‬AHRS‭, ‬for‭ ‬attitude/heading reference system‭. ‬This component tells the display which way is up and which way is north‭.‬

Advanced Flight Systems

This company is under the Dynon‭ ‬umbrella now‭, ‬and it was originally founded in 1999‭ ‬by Rob Hickman‭, ‬an electrical engineer with a software background who created an‭ ‬engine monitoring system for the‭ ‬Van’s RV-4‭ ‬he was building‭. ‬Hickman went on to be inducted into the EAA Homebuilders Hall of Fame in 2017‭. ‬Impressive‭, ‬indeed‭, ‬as is‭ ‬the Advanced panel in his current ride‭, ‬a Van’s RV-10‭, ‬pictured above‭.‬

The line of Advanced big-screen EFISes‭ ‬includes the AF-5000‭ ‬series‭. ‬These have‭ ‬synthetic vision and are 4:3-ratio‭-‬format displays‭ (‬the Dynon HDX and Garmin G3X Touch aren’t 4:3‭, ‬but widescreen‭, ‬as an example‭) ‬come in a variety of sizes and a hybrid control set‭, ‬with a touch screen‭, ‬buttons‭, ‬knobs and joysticks for data input‭. ‬

At first blush the Advanced line is‭ ‬confusing‭, ‬but just remember that all‭ ‬of the Advanced displays are essentially the same but differ by chassis‭ ‬and screen size‭. ‬And since Advanced‭ ‬Flight Systems is part of Dynon‭, ‬internally the systems share the same memory‭, ‬processors and electronics as‭ ‬the Dynon SkyView HDX‭. ‬They also‭ ‬use the same supporting accessories as‭ ‬Dynon‭, ‬including Dynon’s autopilot‭ ‬servos‭, ‬ADS-B Out transponder‭, ‬com radios and so forth‭. ‬Since EFIS tech is a moving target‭, ‬we like that Advanced hasn’t left early customers in the dust‭ ‬‮—‬offering an easy upgrade to its latest tech without a complicated install‭. ‬

For instance‭, ‬if you have an early gen‭ ‬Advanced display‭, ‬the‭ $‬4495‭ ‬model‭ ‬AF-5400‭ ‬is designed as a drop-in replacement for the company’s AF-3500/4500‭ ‬series displays‭. ‬The 8.4-inch display’s‭ ‬resolution is 1024‭ ‬by 768‭ ‬pixels‮—‬the‭ ‬same as all of the other screens in the Advanced line‭. ‬They’re crisp‭, ‬bright and do well in a sunny cabin‭. ‬The AF-5400‭ ‬hardware’s overall footprint is 8.1‭ ‬by‭ ‬6.8‭ ‬by 3.7‭ ‬inches‭, ‬so there’s no need to cut the panel if updating from the‭ ‬Advanced 3500/4500‭ ‬series‭.‬

But if you don’t have anything‭, ‬there are really three display options to choose from when starting from scratch‭. ‬Think 12-inch‭, ‬10-inch and 8-inch screens‭, ‬all sharing the same screen resolution‭, ‬control knobs and feature set‭. ‬The AF-5800‭ ‬is the largest‭, ‬at 12.1‭ ‬inches diagonal‭. ‬This is for select applications and that‭ ‬bezel size simply won’t fit the majority of panels‭. ‬Hickman said the most‭ ‬common seller is the‭ $‬4000‭ ‬AF-5600‭. ‬It has a 10.4‭ ‬inch diagonal display and the chassis is 9.1‭ ‬by 7.1‭ ‬by 3.8‭ ‬inches‭. ‬The smaller‭ ‬display in the lineup is the‭ $‬4000‭ ‬8.4-inch AF-5500‭. ‬

To confuse matters‭, ‬the‭ $‬4800‭ ‬AF-5700‭ ‬model is a 12.1-inch display‭, ‬but‭ ‬to get the absolute most screen real‭ ‬estate‭, ‬Advanced eliminated the buttons and knobs on the right side of the bezel‭. ‬This display was designed for the‭ ‬center of the Van’s RV-10‭ ‬panel‭. ‬Think‭ ‬of it as a big MFD map‭, ‬while the second‭ (‬or third‭) ‬screen is a PFD‭. ‬Now the cool thing that Advanced does is the joystick on the PFD can control the big map in the center of the panel‭, ‬eliminating the‭ ‬need to reach for the center display‭. ‬

Any of the Advanced screens can be‭ ‬configured as an EFIS‭, ‬engine monitor or both‭, ‬using the company’s CAN bus‭ ‬interface‭. ‬When connecting an EFIS‭ ‬screen with an engine display screen‭ ‬using the Advanced Avionics Bus‭, ‬the user has a variety of options‭, ‬including the ability to display the primary flight data‭, ‬engine monitor or both on either screen‭. ‬There’s an optional AOA module‭ ‬that can be added to any screen‭.‬

As for data‭, ‬the split-screen-capable‭ ‬Advanced displays are loaded with nearly‭ ‬everything you’d expect from a modern EFIS‭. ‬There’s a weight and balance‭ ‬utility with an intuitive airframe loading graphic‭, ‬plus built-in configurable‭ ‬aircraft maintenance logs‭. ‬For nav data‭, ‬there are geo-referenced approach plates‭, ‬VFR sectionals‭, ‬IFR low airway charts‭, ‬plus detailed airport and airspace info‭.‬

The AF-series display can be user configured for analog instruments‭, ‬which is an electronic depiction of a standard six-pack‭ (‬including an analog HSI‭). ‬GPS and raw nav data are fed in through a‭ ‬variety of third-party GPS navigators‭, ‬and the EFIS is fully compatible with WAAS GPS for vertical guidance‭.‬

The engine monitoring functionality isn’t limited to engine and fuel flow and quantity data‭ (‬or to pistons since there’s a turbine interface‭, ‬too‭). ‬There’s wing flap and trim position sensing and‭ ‬indication‭ (‬compatible with most trim motors‭), ‬speed-programmable landing‭ ‬gear warnings‭ (‬including runway/water‭ ‬alerts for amphibs‭), ‬voice alerting for‭ ‬stuff like low oil pressure‭, ‬for example‭, ‬checklists‭, ‬50‭ ‬hours of data logging‭, ‬leaning assist mode and full integration‭ (‬via a dedicated electrical system page‭) ‬with the Vertical Power VP-X electronic circuit breaker power system‭.‬

Advanced Flight System’s Rob Hickman told us the company is concentrating‭ ‬on its AdvancedPanel build program‭. ‬With it the company takes care of the entire panel‭ (‬and electrical system‭) ‬build process that can shave hundreds of hours from a‭ ‬project‭. ‬When complete you’ll receive a ready-to-install panel with pre-configured‭, ‬pre-wired avionics already‭ ‬installed in a powder-coated and silk‭-‬screened custom panel‭. ‬

The company offers the VFR‭ ‬Advanced-Panel‭, ‬which includes a PFD‭, ‬MFD‭, ‬AHRS‭, ‬one com radio‭, ‬ADS-B‭ ‬Out compliant Mode S transponder‭, ‬a WAAS GPS navigator‭, ‬two-place‭ ‬stereo intercom‭, ‬AOA‭, ‬autopilot servos‭, ‬Wi-Fi module for tablet interface‭, ‬switches and audio jacks‭, ‬and of course‭, ‬the engine monitor module‭, ‬plus something called the ACM‭ (‬Advanced Control Module‭) ‬for plug-and-play upgrade‭ ‬compatibility‭. ‬See the sidebar below for details on it‭.‬

The IFR AdvancedPanel adds an Avidyne IFD540‭ ‬GPS navigator‭, ‬PS Engineering remote Bluetooth audio panel and‭ ‬a Dynon EFIS-D6‭ ‬backup instrument‭. ‬

The AdvancedPanel program is currently available for Van’s RV-7/8/9/10‭ ‬and 14‭ ‬models‭, ‬Glasair Aviation Sportsman and GlaStar‭, ‬Zenith‭, ‬Lancair 360‭/‬ES/IV/III‭, ‬Kitfox‭, ‬Sonex‭, ‬CubCrafters‭, ‬Rans S19‭/‬S20‭, ‬Bearhawk and some‭ ‬others not listed here‭.‬‭ ‬A VFR panel‭ ‬example for a Van’s RV-7/9‭ ‬using dual Dynon SkyView HDX displays starts at‭ $‬19,995‭, ‬while an IFR panel with dual Advanced AF-5600s starts at‭ $‬36,995‭. ‬

BendixKing

A couple of years ago at Sun‭ ‬’n Fun‭ ‬BendixKing quietly announced a new retrofit flight deck for the experimental market‭ (‬and eventually a certified‭ ‬version‭) ‬called the xVue Touch‭. ‬It’s a‭ ‬clean-sheet design‭, ‬and unlike other‭ ‬new products in the BendixKing line‭, ‬it is not a rebranded third-party system‭. ‬

Priced at‭ $‬5499‭ ‬the xVue Touch’s specs‭ ‬are what we think the typical big-screen‭ ‬glass buyer expects‭. ‬For starters‭, ‬that’s‭ ‬a high-end display‭. ‬The xVue’s graphics‭ ‬are indeed high-resolution‭ (‬near 4K‭) ‬on a 10.1-inch WUXGA color touch‭ ‬display with split-screen capability‭. ‬The coated glass used on the display is anti‭-‬scratch‭, ‬anti-glare and anti-smudge‭. ‬The tech comes from the Honeywell‭ ‬division and was born from hardware used in the F-16‭ ‬fighter aircraft’s avionics‭, ‬according to BendixKing‭.‬

Displaying a full-screen PFD‭, ‬an‭ ‬MFD and a combination of both‭, ‬the 7.6-pound xVue Touch display‭ (‬it measures 6.9‭ ‬by 10.5‭ ‬by 4.1‭ ‬inches‭) ‬has Honeywell’s SmartView synthetic vision‭ ‬and a wide 80-degree viewing angle‭. ‬The MFD has a moving map‭, ‬VFR and‭ ‬IFR charting and can display ADS-B weather and traffic data‭. ‬The system is‭ ‬designed with a shallow feature set‭, ‬as‭ ‬all critical functions can be accessed in‭ ‬fewer than two touches‭.‬

The xVue is primarily touchscreen‭ ‬and uses a 1.5-‭ ‬by 6.3-‭ ‬by 3.7-inch control panel housing four rotary knobs for commonly used functions like setting‭ ‬the heading bug‭ (‬the system has third‭-‬party autopilot compatibility‭), ‬setting the baro‭, ‬course select and altitude bug‭. ‬It also has built-in Wi-Fi‭ (‬for database and software loads‭) ‬and a USB-C port‭. ‬The touch display has no bezel knobs‭ ‬or buttons‭. ‬Flight data is derived from a solid-state AHRS‭, ‬of course‭, ‬plus a magnetometer and OAT sensor‭.‬

The xVue Touch doesn’t have internal‭ ‬navigation but instead has compatibility‭ ‬with third-party navigators‭, ‬including Garmin GNS and GTN units‭, ‬Avidyne’s IFD‭ (‬and BendixKing’s‭ ‬rebranded Avidyne IFD line called the AeroNav‭), ‬plus others that have a digital databus output‭. ‬Autopilot integration comes from‭ ‬the xCruze 100‭, ‬which started life as a TruTrak system‭ ‬before BendixKing parent company Honeywell purchased TruTrak last‭ ‬summer‭. ‬Audio system integration for the xVue comes from third-party vendor PS Engineering‭.‬

At press time we’re planning an inflight demo of the xVue‭, ‬and we’ll do a separate‭ ‬flight trial article on the system in an upcoming issue‭. ‬It’s the one system we‭ ‬covered here that we haven’t flown with‭. ‬

Dynon Avionics

Dynon offers three choices of its popular SkyView system‭. ‬We’ll start with the‭ ‬SkyView Classic‭, ‬which doesn’t have‭ ‬a touchscreen interface and starts at‭ ‬$2395‭ ‬for a 7-inch‭ (‬800‭ ‬by 480‭ ‬pixels‭) ‬screen configuration‭, ‬and‭ $‬2995‭ ‬for‭ ‬a 10-inch‭ (‬1024‭ ‬by 600‭ ‬pixels‭) ‬single‭ ‬screen‭. ‬These displays are TFT active‭ ‬matrix LCD screens with LED backlighting and are controlled with a combination of two rotary/multi-direction joysticks and eight bezel buttons‭. ‬In a dual-display setup‭, ‬one is a PFD and‭ ‬the other is an MFD‭, ‬but both have full‭ ‬reversionary capabilities‭. ‬There’s also a‭ ‬backup battery‭ (‬one for each display‭) ‬for‭ ‬roughly one hour of standby power‭.‬

SkyView can display many combinations of PFD‭, ‬engine and moving‭ ‬map data in full-screen and split-screen‭ ‬configurations‭, ‬as well as distribute‭ ‬this data across multiple displays‭. ‬For example‭, ‬you can customize the screen‭ ‬to display flight instruments‭, ‬terrain‭ ‬and engine data or toggle some of it off altogether‭. ‬Do you prefer a full-screen engine presentation‭, ‬or half engine data and half map‭, ‬or half flight instruments and half engine‭? ‬You get the point‭; ‬the‭ ‬choices for layout are liberal‭.‬

In a dual-screen configuration‭, ‬the‭ ‬system synchronizes the most important information between the two displays‮—‬so setting baro‭, ‬bugs‭, ‬engaging the autopilot or acknowledging warnings only‭ ‬need to be done on one display‭. ‬As for‭ ‬navigation‭, ‬the PFD’s HSI display is‭ ‬mostly traditional with a magnetic compass rose‭ (‬with cardinal points displayed in letters‭), ‬heading bug and a rate-of‭-‬turn indicator‭. ‬A cyan-colored ground‭ ‬track GPS pointer is located on the‭ ‬inner area of the compass rose‭. ‬Comparing GPS track to your heading quickly shows the difference between where the aircraft’s nose is pointing and where it’s‭ ‬actually going over the ground‭. ‬However‭, ‬a track bug replaces the familiar heading bug when the autopilot is flying in GPS ground track mode‭.‬

Synthetic vision is practically required for a glass panel‭, ‬and SkyView presents it well on those big‭, ‬crisp displays‭. ‬The SkyView comes standard with a basic topographical map display that shows advisory terrain color-coding and basic‭ ‬active waypoint information when‭ ‬driven by an external GPS‭. ‬But the‭ ‬addition of Dynon’s GPS module and‭ ‬one-time Navigation Mapping Software adds an advanced embedded GPS navigator function and an extensive aviation database for interactive on-screen navigation‭. ‬For full IFR‭, ‬you’ll need an‭ ‬external‭, ‬IFR-approved navigator‭.  ‬

SkyView engine data comes‭ ‬via the SV-EMS-220‭ ‬engine-monitoring module and related sensors‭. ‬It supports the expected temperature and pressure readings‭, ‬all‭-‬cylinder EGT and CHT‭, ‬plus a bunch more‭. ‬It’s worth noting that the connectors and pinouts are the same for the EMS-220‭ ‬as for the earlier‭, ‬standalone EMS-D10A and EMS-D100‭, ‬so upgrading from earlier Dynon engine monitoring is fairly straightforward‭. ‬

There’s also an interface for the Vertical Power VP-X electrical system monitoring system‭. ‬Further‭, ‬the builder can custom‭-‬configure the engine gauge presentation‭ ‬and location of the gauges on the screen‭.‬

One feature we’ve always been fond of in the SkyView system is the display of instantaneous G-loads on the airframe‭. ‬When it’s displayed‭, ‬it replaces the HSI‭ (‬a numerical magnetic heading value‭ ‬remains on the screen‭). ‬The G meter‭ ‬shows an analog‭ ‬“needle”‭ ‬that indicates the instantaneous G loading of the aircraft‭. ‬An angle of attack indicator will display on screen when a Dynon AOA/pitot probe is installed‭.‬

Each SkyView display contains a‭ ‬37-pin D-sub connector for the main wiring harness‭, ‬a 9-pin D-sub connector for the SkyView network and an‭ ‬Ethernet connector that’s used to sync the data between two displays‭. ‬A main wiring harness is required for each display‭, ‬and they’re sold separately‭. ‬

The next step up is the SkyView HDX that picks up where the classic system left off‭. ‬It starts at‭ $‬3190‭ ‬for a single 7-inch‭ ‬‭(‬800‭ ‬by 1280‭ ‬pixels‭) ‬high-definition‭ ‬touchscreen display and‭ $‬4490‭ ‬for a‭ ‬single 10-inch‭ (‬800‭ ‬by 1280‭ ‬pixels‭) ‬high-definition touchscreen‭. ‬For planning‭, ‬the larger display is 10.3‭ ‬by 7‭. ‬1‭ ‬by 3.1‭ ‬inches‭, ‬and the smaller one is 7.6‭ ‬by 5.6‭ ‬by 3.1‭ ‬inches‭.) ‬We like that the upgraded HDX uses the same components and modules as the classic SkyView and they can drop‭ ‬into an existing installation without‭ ‬having to cut metal‭. ‬The HDX has eight soft keys and two control knobs‭, ‬plus there’s an option for external controllers‭, ‬which we’ll get to in a minute‭. ‬

The HDX’s touch functionality simply‭ ‬adds another layer to the user interface‭. ‬For instance‭, ‬if you want to change the altitude or airspeed bug on the PFD’s altitude and airspeed tape‭, ‬touch the corresponding tape and use the left joystick knob to alter the bug setting‭. ‬The same goes for changing the baro setting‭ ‬and almost any other common function that you work with on a regular basis‭, ‬including remote nav and GPS‭ ‬source annunciators that display on‭ ‬a dedicated box next to the HSI‭. ‬The SkyView map display is touch-enabled so you can pan around the map‭, ‬pinch‭ ‬to zoom‭, ‬and touch features on the map to gain more information‭. ‬There’s also a direct-entry feature that’s accessed with an INFO label on the map screen‭. ‬Touch it and you have access to a virtual keypad for entering waypoint‭ ‬identifiers‭, ‬with the option for navigating directly to it‭.‬

Like the Classic‭, ‬the data to drive the display comes from external modules‭, ‬including the AHRS‭, ‬pitot tubes and autopilot servos‭. ‬There’s also an external com radio‭, ‬an ADS-B 1090ES transponder and ADS-B weather and traffic receiver‭. ‬

These use the redundant SkyView‭ ‬network to communicate with the displays over RS-232‭ ‬serial ports with configurable baud rates‭, ‬and all serial ports are wired into the SkyView display harness‭. ‬Each display has a USB port on the real chassis for file transfer and software‭ ‬updates‭, ‬and there’s an external USB‭ ‬port mounted on the instrument panel‭. ‬There’s also an optional Wi-Fi adapter‭.‬

Side-by-side with the Classic‭, ‬the HDX screens have a wider viewing‭ ‬angle‭, ‬are higher-resolution and have‭ ‬antireflective properties that in our‭ ‬view make them superior to the original‭. ‬There’s also a new engine monitoring presentation that’s contained in a‭ ‬band along the bottom of the screen‭. ‬Dynon worked hard to make the‭ ‬HDX touchscreen displays turbulence friendly‭, ‬with wide sculpted bezel rails for anchoring the hand in the bumps‭. ‬The controls are also backlit‭.‬

As for supporting components‭, ‬the‭ ‬SkyView systems use a primary and‭ ‬secondary‭ (‬for backup and cross-check‭) ‬AHRS for deriving the flight data‭. ‬And yes‭, ‬the PFD can be configured in the modern tape‭ ‬display or digital six‭-‬pack flight instruments‭. ‬In multiple‭ ‬display configurations data and inputs are automatically synchronized across‭ ‬the displays‭. ‬The HDX has internal‭ ‬datalogging of flight data‭. ‬The system has an internal magnetometer for heading resolution‭, ‬but there’s also an‭ ‬optional external magnetometer for‭ ‬installing remotely if the internal mag has interference issues‭.‬

The EMS‭ (‬engine monitoring system‭) ‬is required for engine data display‭. ‬It’s a‭ $‬600‭ ‬option and is available with sensor/harness packages for Lycoming‭, ‬Continental‭, ‬Jabiru and Rotax engines‭. ‬Got a Rotax‭? ‬The model EMS-221‭ ‬is designed to receive engine data directly from a Rotax 912‭ ‬iS/915‭ ‬iS engine computer via a dual-channel CAN‭ ‬bus interface‭. ‬

There’s also synthetic vision software‭, ‬autopilot servos‭ (‬the systems have built-in autopilot functionality‭) ‬with mounting kits for various airframes‭, ‬versions and multiple torque settings‭. ‬For cable-driven control surfaces‭, ‬servos are available with capstan drives‭. ‬All Dynon‭ ‬autopilot interfaces have full approach coupling‭, ‬indicated airspeed hold‭, ‬flight director guidance‭, ‬a LEVEL button for return to straight-and-level flight and something we like the most‮—‬an emergency 180-degree turnback mode for‭ ‬existing inadvertent IMC‭.‬

If you want to control the autopilot‭ ‬externally from the display‭, ‬Dynon‭ ‬offers the‭ $‬550‭ ‬dedicated autopilot control panel‭. ‬There’s also automatic electric pitch trim‭. ‬Speaking of external controllers‭, ‬there’s also an optional‭ ‬$250‭ ‬dedicated control knob panel‭ ‬with three knobs for setting the baro‭, ‬heading bug and altitude bug‭. ‬Like the autopilot controller‭, ‬the control knob‭ ‬panel installs inline for plug-and-play‭ ‬with the SkyView network without any additional wiring‭. ‬

The HDX has a built-in GPS moving map and dual external GPS receivers for positional data and for map navigation‭, ‬but for IFR GPS functions you’ll need an external IFR-approved GPS navigator‭. ‬The map has aviation and obstacle data‭, ‬as well as VFR and IFR en route charts and approach plates‭.‬

But what if you’re VFR only‭? ‬That’s where the SkyView SE comes in‭. ‬The 7-inch display is‭ $‬1495‭, ‬and the 10-inch display is‭ $‬2495‭. ‬It’s stripped down and has no mapping capability‭, ‬no synthetic vision and no interface with an IFR GPS‭. ‬That’s because the ARINC 429‭ ‬adapter used to connect a SkyView system to the navigator won’t work with‭ ‬the SE‭. ‬The SkyView SE does support‭ ‬engine data display and can interface‭ ‬with Dynon’s remote com transceiver‭ ‬and Mode S ADS-B Out transponder‭. ‬The SE doesn’t have a touch interface‭ ‬and essentially no submenus in its feature set‭. ‬Yes‭, ‬no frills‭.‬

Garmin

Garmin’s Team X experimental avionics engineering division’s first project‭ ‬was to bring much-needed improvements to the G3X‭, ‬including a new‭ ‬digital autopilot interface‭, ‬a redesigned AHRS‭, ‬and an advanced engine instrument interface‭, ‬to name a few‭. ‬Garmin‮—‬with its newly introduced‭ ‬G3X Touch‮—‬showed up at Sun‭ ‬’n Fun 2014‭ ‬with a focused effort on dominating the LSA and Experimental market‭, ‬even though Dynon brought its own‭ ‬new touchscreen suite‭, ‬the SkyView‭ ‬Touch‭. ‬The G3X Touch turned out to be big competition for Dynon‭, ‬and a huge number of LSA and experimental kit OEMs selected the‭ ‬new G3X Touch as original equipment‭.‬

Garmin’s G3X Touch can be configured with up to four 10.6-inch high-resolution WVGA screens that start at‭ ‬$3895‭. ‬There’s also the‭ $‬2995‭ ‬7-inch landscape and‭ $‬2995‭ ‬7-inch portrait‭ ‬configurations‭. ‬With a basic single‭ ‬display‭, ‬there’s a split PFD and MFD presentation‭, ‬but multiple displays are configured for dedicated PFD‭, ‬MFD‭, ‬or a combination of split screens on all‭. ‬

It’s natural to want to compare the G3X Touch with the Dynon SkyView‭, ‬so we’ll do it‭. ‬While primarily a touchscreen feature set‭, ‬the G3X Touch also‭ ‬has a few dedicated control keys for performing some common functions‭, ‬including direct-to navigation‭, ‬finding nearest waypoints‭, ‬and accessing a main menu‭. ‬It doesn’t have a full set of buttons and keys to alternately perform all functions as the Dynon does‭. ‬While‭ ‬that’s fine for the touchscreen-uninhibited crowd‭, ‬pilots new to cockpit‭ ‬touchscreen avionics will have a learning curve‭. ‬It’s a reassuring confidence booster to have knobs and buttons to fall back on for those times when you’re lost in a menu or when fingers are slipping in the bumps‭. ‬While Garmin offers this to a degree‭, ‬it’s not to the extent that‭ ‬the SkyView Touch does‭.‬

We’ve used the G3X Touch quite a bit over the years and still find the user control set intuitive‭. ‬We like that common functions can be accomplished with traditional knobs‭. ‬For example‭, ‬two rotary knobs‮—‬one on each side of the bezel‮—‬can be used for frequency‭ ‬tuning‭, ‬scrolling‭, ‬and a variety of other functions‭. ‬As simple as it is to enter radio frequencies‭ ‬on a touchscreen‭, ‬we still prefer cranking the knobs for the task‭. ‬Each Garmin display has a clean‭, ‬uncluttered bezel‭. ‬The data card slot on the lower portion of the bezel accepts standard SD cards‭. ‬The SD card can be used for a variety of functions‭, ‬including software updates‭, ‬storing checklist files‭, ‬flight data logging‭, ‬exporting track logs and user waypoints‭, ‬and‭ ‬importing/exporting flight plans‭.‬

Like other Garmin navigators and even the G1000/900-series‭, ‬the system has a page navigation bar displayed on the lower portion‭ ‬of the MFD‭. ‬You can touch the desired page on the page navigation bar or turn the large knob associated with the MFD to cycle through the pages‭. ‬Main pages that are accessed on the MFD include the map‭, ‬electronic‭ ‬charts‭, ‬waypoint information‭, ‬active‭ ‬flight plan‭, ‬optional SiriusXM weather‭, ‬terrain‭, ‬traffic‭, ‬and optional engine data‭.‬

The system has a full EHSI‭ (‬electronic HSI‭) ‬with the ability to display two bearing pointers for traditional nav and GPS sources‭, ‬plus bearing to the nearest airport‭. ‬When a bearing pointer is displayed‭, ‬its associated information is displayed in a bearing data window at the lower side of the HSI‭. ‬This takes the‭ ‬guesswork out of figuring out which nav source is associated with a given‭ ‬bearing pointer‭.‬

The HSI may be configured to provide directional information in either magnetic heading or automatic track-up modes‭. ‬Heading mode orients the‭ ‬HSI to display aircraft heading in a‭ ‬conventional manner‭, ‬with the current heading value shown at the top of the compass card as indicated by the lubber line‭. ‬In automatic track-up mode‭, ‬the aircraft symbol and lubber line move to indicate heading and wind correction‭, ‬while the current ground‭ ‬track is shown at the top of the compass card‭.‬

G3X Touch flight displays come standard with what Garmin calls dynamic‭ ‬moving maps‭. ‬This means you touch‭ ‬anywhere on the map‭, ‬and based on‭ ‬your current position‭, ‬the display shows the distance‭, ‬bearing and time to that‭ ‬location on the map‮—‬as well as the‭ ‬elevation and GPS coordinates for that location‭. ‬There’s also a full-time bearing pointer for the nearest airport‭, ‬plus visually extended runway centerlines‭.‬

For charting‭, ‬the G3X Touch comes‭ ‬preloaded with a variety of Garmin‭ ‬aviation databases‭, ‬including georeferenced FliteCharts‭, ‬including IFR‭ ‬approach plates‭, ‬plus IFR/VFR sectionals and terminal VFR charts‭. ‬The system also has Garmin’s built-in SafeTaxi‭ ‬airport diagrams‮—‬where you’ll see a‭ ‬depiction of the aircraft’s location overlaid onto taxiways‭, ‬runways‭, ‬hot spots‭, ‬hangars and other airport facilities‭.‬

Like the SkyView‭, ‬Garmin offers a‭ ‬useful G-meter‭. ‬Whenever the G load‭ ‬on the airplane goes above‭ +‬2.1‭ ‬G or‭ ‬below‭ -‬0.5‭ ‬G‭, ‬the HSI is temporarily‭ ‬replaced with a large graphical G-meter‭. ‬You can acknowledge the condition‭ ‬and remove the G-meter by pressing‭ ‬the Clear key‭. ‬Regardless of the current G load‭, ‬the HSI can be replaced with a G-meter by changing this setting from the PFD setup page‭. ‬

There’s also an angle of attack option that requires an optional heated AOA probe‭. ‬AOA functions are customized in the system setup‭, ‬which determines when AOA warnings appear on screen‭. ‬For instance‭, ‬when the AOA is below the calibrated minimum visible AOA threshold‭, ‬the angle of attack gauge‭ ‬is not displayed on the PFD‭. ‬When AOA exceeds the calibrated caution‭ ‬alert threshold‭, ‬an intermittent audible tone will be heard‭. ‬The tone will‭ ‬increase in frequency until the stall warning AOA is reached‭, ‬where it‭ ‬sounds continuously‭.‬

Garmin’s integrated autopilot for‭ ‬the G3X Touch brings many of the advanced features found in the certified GFC 700‭ (‬and now the retrofit GFC 500‭) ‬and utilizes the compact‭ ‬GSA 28‭ ‬digital servos that Garmin‭ ‬calls a‭ ‬“smart servo‭.‬”‭ ‬The GSA 28‭ ‬servo is considered smart because it contains‭ ‬the software drive logic and doesn’t‭ ‬rely on a remote computer for roll and pitch commands‭. ‬It’s available in single or dual axis‭, ‬and the autopilot is commanded through and annunciated‭ ‬on the G3X Touch display‭. ‬Garmin’s GMC 305‭ ‬autopilot control head also has a level mode‭, ‬in addition to duplicate mode select buttons‭.‬

The G3X Touch gets most of its primary flight data from the GSU 25‭ ‬AHRS‭, ‬which can be mounted in any of 16‭ ‬different vertical or horizontal positions‭. ‬

Grand Rapids Technologies (GRT)

GRT‭, ‬as we’ve come to know them‭, ‬offers multiple big-screen options in 10.1-inch and 7-inch sizes‭, ‬but that’s‭ ‬where the simplicity ends‭. ‬While we‭ ‬like that GRT gives buyers lots of‭ ‬options for adding or subtracting features‭, ‬the‭ ‬‭ ‬la carte nature of the product‭ ‬line is a handful to digest‭. ‬The flagship model‭ (‬and the simplest as far as standard features are concerned‭) ‬is the‭ ‬10.1-inch Horizon model‭. ‬With a base price of‭ $‬3995‭, ‬it has a high-resolution‭ (‬1280‭ ‬by 800‭ ‬pixels‭) ‬display with internal AHRS/air data computer and measures 10.3‭ ‬by 7‭ ‬by 3‭ ‬inches‭. ‬GRT has a touchscreen version‭, ‬but it charges an additional‭ $‬250‭ ‬for it‭. ‬While that’s not big money‭, ‬we think it should be standard in a flagship product‭.‬

What is standard in the Horizon 10.1‭ ‬is a moving map‭, ‬ADS-B display‭, ‬synthetic vision‭, ‬split screen view‭, ‬12‭ ‬serial ports‭, ‬five‭ ‬analog input ports‭, ‬aeronautical charting and approach plates‭, ‬but internal IFR approach procedures are an‭ ‬additional‭ $‬750‭. ‬Third-party autopilot‭ ‬integration is standard‭.‬

The‭ $‬2995‭ ‬Sport 10.1‭ ‬model is a scaled‭ ‬back version‭, ‬and synthetic vision is a‭ ‬$400‭ ‬option‭, ‬as is autopilot integration‭. ‬The Sport is limited to six serial ports and two analog ports‭. ‬The Sport 10.1‭ ‬can be‭ ‬driven by the GRT engine monitor‭.‬

Both units can be configured as a‭ ‬standard electronic PFD or with electronic traditional six-pack round gauge‭ ‬display‭. ‬These are full-featured PFDs with pilot-selectable data inset windows and split-screen mapping‭, ‬engine data‭, ‬traffic and weather display‭, ‬checklists and geo-referenced en route and VFR sectional charts‭.‬

There’s an angle of attack option for‭ $‬250‭, ‬but it requires a dual-port pitot tube that’s not included‭. ‬For the Sport model‭, ‬the company charges‭ $‬450‭ ‬for a dual-AHRS option and‭ $‬260‭ ‬for a digital magnetometer‭. ‬

The GRT 7-inch version‭ (‬with a chassis measuring 4.8‭ ‬by 7.2‭ ‬by 2‭ ‬inches‭) ‬is the Sport EX‮—‬which is a complicated lineup of no fewer than four models‭ (‬the Sport EX‭, ‬Sport EX Advanced‭, ‬Sport EX Basic and Sport EX EFIS‭. ‬Check the comparison chart for a side-by‭-‬side rundown‭, ‬and we highly suggest hitting‭ ‬the company website for configuring‭ ‬your display‭. ‬In summary‭, ‬touchscreen is standard on the Advanced Touch model‭, ‬but it’s a‭ $‬275‭ ‬option on the rest of the 7-inch models‭. ‬The Sport EX Advanced is‭ $‬2400‭ ‬and autopilot integration is an additional‭ $‬400‭. ‬Synthetic vision is standard on the Sport EX‭, ‬Advanced and Basic‭, ‬but it’s‭ $‬400‭ ‬on the EX EFIS‭ ‬model‭. ‬As for basic engine monitoring‮—‬there’s RPM‭, ‬oil pressure and oil temperature‮—‬and it’s‭ $‬200‭ ‬extra but doesn’t require the EIS engine instrumentation system to work‭. ‬

For advanced engine monitoring‭, ‬GRT excels‭. ‬The company offers remote‭ ‬EIS packages for four-cylinder Lycoming‭ ‬and Continental engines‭ ($‬1658‭) ‬and‭ ‬six-cylinder engines‭ ($‬1866‭). ‬The kit‭ ‬for the Rotax 912/914‭ ‬is‭ $‬1388‭, ‬and the Jabiru four-cylinder kit is‭ $‬1378‭. ‬There’s even options for Volkswagen‭, ‬Corvair and ULPower engines‭, ‬plus the company sells a wide variety of engine probes‭, ‬sensors and‭ ‬fuel flow measuring accessories‭. ‬There’s even the EIS 2000‭ ‬instrument package for powered parachutes with‭ ‬two‭- ‬and four-stroke engines‭. ‬

As for autopilot functions‭ (‬the displays act as an autopilot control head‭), ‬GRT offers a‭ $‬700‭ ‬digital roll servo and a‭ $‬770‭ ‬digital pitch servo suitable for‭ ‬most two-place airframes‭, ‬including‭ ‬Van’s RVs‭, ‬Lancairs and Glasairs‭. ‬Servo mounting kits are‭ $‬65‭ ‬per servo‭.‬

GRT says it has more than 15‭ ‬years of experience producing its own AHRS‭ ‬and uses MEMS technologies in its latest so-called Adaptive AHRS‭, ‬which has the ability to operate unaided‮—‬or without air data input‭ (‬the screens still‭ ‬require pitot static input‭). ‬Built into every Adaptive AHRS is a miniature‭ ‬magnetometer‭ (‬for yaw stabilization‭ ‬only‭, ‬not for heading resolution‮—‬that’s extra‭), ‬and it uses GPS ground track‭. ‬Moreover‭, ‬attitude data is unaffected by the loss of the external magnetometer‮—‬the way it should be‭, ‬in our view‭. ‬Instead‭, ‬the AHRS automatically reverts to‭ ‬gyro-stabilized GPS ground track or its internal magnetometer‭.‬

Overall‭, ‬we’re impressed with the‭ ‬GRT display feature set‭, ‬display quality‭, ‬engine monitoring accessories and its‭ ‬track record for reliability‭. ‬We just wish spec’ing a display was more streamlined‭.‬

MGL Avionics

MGL Avionics has found a niche in‭ ‬the sport aerobatic market‭, ‬and for big-screen EFISes it offers two lines‭: ‬The Lite series and iEFIS series‭. ‬The Lite series is‭ ‬designed for simple‭, ‬VFR installations that generally have‭ ‬one single screen‭, ‬and the supporting components‮—‬AHRS‭, ‬pitot static sensor and GPS module‭ (‬for onboard VFR navigation‭)‬‮—‬are built into the display‭. ‬The display simply connects to an external GPS antenna‭. ‬Essentially the only remote components are magnetometer and engine monitoring module‭. ‬You can install multiple Lite displays‭, ‬but there’s little communication between these screens‭ (‬they only have two RS-232‭ ‬data ports‭, ‬and no ARINC 429‭ ‬ports for external GPS navigator input‭). ‬The line has three models to include the‭ $‬3995‭ ‬10.4-inch Challenger-Lite‭, $‬3195‭ ‬8.5-inch Explorer-Lite and‭ $‬2995‭ ‬7‭-‬inch Discovery-Lite‭. ‬

The iEFIS line‭, ‬which includes the‭ ‬$3000‭ ‬10.4-inch Challenger and‭ $‬2500‭ ‬Explorer‭, ‬is intended for multi-display configurations and IFR ops‭, ‬and these displays connect with external AHRS‭, ‬including the company’s‭ $‬960‭ ‬SP-6‭ ‬CAN magnetometer‭ (‬magnetic heading and wind speed and direction‭) ‬and the‭ $‬960‭ ‬SP-7‭ ‬CAN attitude‭, ‬slip and G-force sensor‭. ‬These‭ ‬are small‮—‬measuring 3.5‭ ‬by 3.5‭ ‬inches and‭ ‬weigh 6‭ ‬ounces each‭. ‬There’s also the‭ $‬1495‭ ‬SP-9‭ ‬high-grade ring-gyro based‭ ‬AHRS and magnetometer‭, ‬which the company says should be used for IFR applications‭. ‬Additionally‭, ‬the heart of the iEFIS is the‭ $‬1150‭ ‬external iBox‭, ‬which has the pitot static input‭, ‬angle of attack sensor‭, ‬GPS‭, ‬analog and digital data connections‭ (‬six RS-232‭ ‬ports‭, ‬trim and flap sensing‭), ‬and the displays have a digital ARINC 429‭ ‬interface for interfacing with an external IFR GPS navigator‭, ‬including the Garmin GTN‭ ‬and Avidyne IFD series navigators‭. ‬Multiple iEFIS displays are connected‭ ‬together over a CAN bus‭, ‬and MGL‭ ‬offers prefabricated harnesses for plug-and-play connectivity‭. ‬

All of the systems‮—‬iEFIS and‭ ‬the Lite series‮—‬come standard with synthetic vision and have LCD resistive touchscreen displays‭. ‬The iEFIS‭ ‬comes in 10.4-inch and 8.5-inch‭ ‬screens‭. ‬The largest 10.4-inch display has a 1024‭ ‬by 768‭ ‬pixel count and the smaller 8.5‭ ‬and 7-inch screens have an 800‭ ‬by 480‭ ‬pixel count‭. ‬

For engine monitoring‭, ‬all of the displays‭, ‬whether iEFIS or Lite‭, ‬connect to MGL’s‭ $‬375‭ ‬Remote Data Acquisition‭ ‬Computer‭ (‬RDAC‭). ‬This CAN bus‭-‬connected remote computer mounts‭ ‬on the engine side of the firewall‭, ‬and it has multiple inputs for temp and oil sensors‭. ‬The iEFIS can support up to four RDACs‭,‬‭ ‬and each can be used for a different engine‮—‬or in the case of a nine-cylinder radial‭, ‬for example‭, ‬additional‭ ‬RDACs can be used to expand the monitoring potential on one engine‭. ‬The RDAC has a liberal interface potential and works with a wide variety of engine models‭, ‬including Rotax‭.‬

As for control set‭, ‬all of the MGL displays are touchscreen but also have a row of bezel buttons and rotary knobs that can activate all of the system’s functions‭ ‬without touching the screen‮—‬think‭ ‬hybrid control‭. ‬There is also an‭ ‬“instant access”‭ ‬function that enables the user to access a function by touching it on the screen‭ (‬like changing the baro setting‭, ‬for example‭),‬‭ ‬plus there’s a QWERTY onscreen keyboard‭.‬

The MGL displays have built-in‭ ‬autopilot command when connected‭ ‬with the company’s clutchless stepper-motor-based roll and pitch servos‭ (‬they weigh 3‭ ‬pounds each‭), ‬and engaging and disengaging the system is all accomplished onscreen‭ (‬or with‭ ‬an external mode switch‭). ‬The servos‭ ‬connect to the displays via CAN bus network‭. ‬The autopilot is full-function and has emergency altitude hold‭, ‬a 180‭} ‬turnback mode‭, ‬Flightplan vertical nav and pitch attitude hold‭.‬

The iEFIS has a built-in 50-channel WAAS GPS for map navigation‭, ‬and the units can display optional subscription-based Jeppesen‭ ‬NavData‭. ‬Standard data includes airports‭, ‬navaids‭, ‬airspace and obstacles‭, ‬terrain‭, ‬and a world-wide vector basemap‭. ‬With MGL’s Map Maker software‭, ‬any scanned digital sectional chart can be loaded‭. ‬

The displays are compatible with‭ ‬uAvionix ADS-B units and control‭ ‬the Sandia STX165R and also the Trig TT22‭ ‬remote transponders‭. ‬For traffic‭, ‬the iEFIS works with traffic altering sources with RS-232‭ ‬and ARINC 429‭ ‬databuses‭, ‬including uAvionix ADS-B‭ ‬receivers‭, ‬TCAS and FLARM GPS‭-‬based traffic systems for gliders‭. ‬When connected with an audio panel the displays have voice alerting for a variety of attention-getting functions‭. ‬There’s even a‭ ‬“copilot mode‭,‬”‭ ‬where the system can be programmed to call out airspeeds‭.‬

Conclusion

As we said in the lead‭, ‬you should‭ ‬choose any of the systems we cover here after a thorough demo‭. ‬You’ll likely get along better with some over others because they’re all‭, ‬well‭, ‬different‭. ‬Obviously‭, ‬they all have incredibly‭ ‬data-rich feature sets‭, ‬and all offer good growth potential‭. ‬You can start with a single screen and connect more as your budget‭ ‬and needs change‭. ‬All offer sizable redundancy‭, ‬and we think all are backed by decent product support‭. ‬

We like the Advanced Flight System’s‭ ‬AdvancedPanel build program‭. ‬It’s a‭ ‬way to shave serious amounts of time‭ ‬from a project‭, ‬and since Advanced‭ ‬is part of Dynon‭, ‬you can choose‭ ‬between an Advanced or Dynon display‭. ‬The panels we’ve seen have been built to high standards‭, ‬overall‭.‬

As for Garmin’s G3X Touch‭, ‬we‭ ‬think it has smart features‭, ‬a logical installation‭, ‬and it offers a healthy variety of display sizes to accommodate a wide variety of panels‭. ‬

Photos: courtesy the manufacturers