… and I’m feeling good😀!
Although D-ETES was „IFR-certified“ right from the beginning, the main requirement being an alternate static source (mandated both by the type certificate and by EASA part NCO.IDE.A.125 for IFR-flying), the existing avionics (a GNS430 non WAAS, KX155, no DME) was not sufficient for flying under IFR, neither legally nor from a practical point of view:
- Although EASA NCO.IDE.A does not require a DME in general to operate flights under IFR, IDE.A.195 states that „such flights shall be equipped with any navigation equipment necessary to enable them to proceed in accordance with the applicable airspace requirements“. For airspace in Germany the AIP (Gen 1.5, FSAV) requires a DME to be installed for IFR flights.
- Even though the existing equipment would be sufficient for IFR operation outside Germany (and Austria), it wouldn’t work under practical conditions. First there is only one 8,33 kHz radio installed. This makes it e.g. impossible to monitor ATIS while keeping radio contact to ATC. Secondly the non-WAAS nature of the GNS430 doesn’t allow for RNP approaches, which makes IFR flying very cumbersome. Last but not least I wanted to replace the existing analog instruments (AI, gyro, etc.) by modern digital „glass-like“ instruments so to enable the possibility of GPSS roll steering. Also the existing equipment wouldn’t provide sufficient means of backup in case of failure of individual instruments.
So it was clear that a major avionics modernization for D-ETES had to be performed before being able to fly IFR. I already started as early as April ’24 asking various avionics shops in Germany for offers regarding an upgraded equipment containing a modern GPS navigator, a second 8,33 kHz radio and a glass-cockpit like multi-function-instrument (Aspen or Garmin).
After finishing the 2024 flying season, I decided to go for Aero Avionik in EDDR. This was partly because it was the shop closest to EDRY, my home base, and partly because their offer was very good and reasonable. Also this shop has been recommended to me to deliver good quality work.
Since I was used to the Garmin navigator from flying with D-EEBU, I decided to go for navigation equipment from Garmin. Also for the modern instruments, a dual Garmin GI275 installation is quite natural, as it supports integration with analog autopilots like the STEC50, and it allows removing the vacuum system, which should reduce maintenance costs in the long run. Finally they integrate neatly with the Garmin navigators.
Under the given preconditions, the GNC355 GPS/COM as GPS navigator sounded like the most economical and thus the best solution. As compared to a GTN650 it lacks a NAV unit and it has a smaller screen. Actually, the missing NAV unit doesn’t make a big difference to me, as the GNS430 has the corresponding capabilities and to be honest, these are rarely used at all nowadays. The smaller screen is actually the more severe restriction as the device is more or less touchscreen only and entering e.g. flight-plans on the small screen can be quite cumbersome. Nevertheless, for my purposes this device is completely sufficient (and satisfying).
In addition, I decided to install a new audio panel. Actually, I had annoying crosstalk problems with the old intercom and troubleshooting the old installation would have been a costly endeavor anyway. The final equipment list looked like this:
- A Garmin GNC355A GPS/COM as primary navigator and radio
- The existing Garmin GNS430 as secondary GPS/NAV/COM
- A dual Garmin GI275 multifunction instrument replacing all the classical instruments
- A Garmin GMA345 audio panel
- A King KN62A DME interrogator
I brought D-ETES to the avionics shop and January 31st and received it back (after some small delay) on March 31st. So it took two (long) months all in all. Some minor configuration issues could be solved after the first test flights and the final result is really great. I had my first IFR flight and the autopilot was able to fly the lateral part of the RNP 09 approach in EDDR completely using GPSS roll steering. Here are some pictures made during the work.
All in all I can recommend the avionics shop and will now start flying IFR with the new equipment. You can take a look at the new panel in more detail on Instrument panel D-ETES. As always if you have any questions or comments, you can drop me a mail at staski@venus-flytrap.de.