can you put the g1000 in an experimental aircraft

If you’ve spent any time in the LSA or experimental aircraft market, you know Dynon Avionics.

The best part is that at least the first two of these options are affordable for almost any cockpit. I also found a system that wasn’t cheap, but contained both a backup EFIS and a function that might be a life saver if your trouble wasn’t a lack of flowing electrons, but a failure of the aircraft’s only engine to keep spinning the prop. But walking the halls of Airventure at Oshkosh this year, I found two systems with real AHRS and GPS that could do the trick of keeping you upright and on course in the clouds even if everything else on the panel was dead. These systems simply aren’t up to the task. People have tried -and, in my opinion, failed-to harness the basic accelerometers in iPhones and the like for backup flight displays. This means there’s a ready market for some cheaper alternatives. Even adding a simple electronic attitude indicator ends up being over $5000 in investment. Retrofitting electronic flight information systems (EFIS) often exceeds the hull value of the aircraft.

This year’s Oshkosh revealed three devices that push that envelope and might save lives in IMC.Įven though glass panels dominate the pages of aviation magazines and seem almost required to get flight training students in the door of a flight school, there are plenty of pilots and aircraft trolling the skies with conventional instruments. Every day avionics get smarter and smaller (and occasionally cheaper).

Can you put the g1000 in an experimental aircraft