Dynon Avionics’ D10/D Series Electronic Flight Information Systems (EFIS) are glass cockpit avionics that integrate all flight parameters into one optimized. DYNON AVIONICS EFIS-D10A The flight data are all ergonomically arranged onto a single, bright sunlight readable, color liquid crystal display to optimize. Dynon’s EFIS-D10A fits into a standard /8″ panel hole, making it an ideal candidate for replacing vacuum and electric attitude indicators. This innovative.
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Who will be the first? The Efus and G5 have similar form, function and pricing, which confuses the buying decision. In this article, we put the two instruments side-by-side for a look at their differences and limitations.
The instrument retrofit market has changed considerably in the last year we covered digital attitude indicators in the December issue of Aviation Consumer. BendixKing also announced the KI, an electronic replacement for its aging and maintenance-intensive analog KI flight director gyro.
Each company already had low-cost EFIS displays aimed exclusively for the experimental aircraft market. While the D10A and G5 are essentially mini-EFIS systems—plenty capable to serve as primary one-and-only flight displays just as they are in experimental aircraft—the STC for each requires the use of supporting backup instruments.
The FAA issued each STC for the sole purpose of replacing the attitude gyro even though both instruments bring far more functionality to the table. These other functions—including airspeed, altimetry and track data, to name a few—are secondary and supplemental only.
But what if you wanted to buy a pair of G5s or D10As and place them side-by-side in the panel and ditch the airspeed and altimeter instruments? You know, build your own low-cost glass panel. Silly, but those are the rules. Each STC specifically prescribes where the instrument is located on the panel. According to the STC, the aircraft must, per the original type certificate, have been equipped with a pneumatically driven attitude indicator at time of manufacture to be eligible.
Both displays have onboard backup batteries. Put the two side-by-side and the advancements in display technology are evident. It has a display resolution of by pixels. Since the D10A is 4. The D10A can be mounted in a standard configuration with an external bezel or flush mounted, using an optional flush-mount bracket. We like that the G5 can be removed and reinstalled from the front of the instrument panel—no need to access the back of it.
The D10A and G5 share a straightforward electrical installation and both require GPS position for backing up the attitude solution. Also included is the internal backup battery, which has an endurance of two hours. But, expect a sizable installation effort to get this right.
We heard rumors of a future EHSI interface, which we would embrace. The probe has two static air pressure ports—one on the face, which is insensitive to the angle of attack—and another located on an angled surface of the probe, just under the pitot port. The software uses the difference between these two pressures to calculate the AoA. There is also an optional temperature probe, for OAT, density altitude and true airspeed display. It can replace the turn coordinator or the attitude gyro, but not both.
As for user feature set, Garmin keeps the menu structure shallow and only displays the G5 data in a single PFD format. A rotary knob is used to access the main menu and to set the baro and altitude alerter. The capacity status of the backup battery is shown in the upper left corner of the display.
Attitude information is displayed over a virtual blue sky and brown ground with a white horizon line, which is also part of the pitch scale. Pitch markings are spaced at 2. The G5 has programmable V-speed references. When airspeed is present, the V-speeds are egis at their respective locations to the right of the airspeed scale. The airspeed trend vector is displayed as a magenta line to the right of the tape.
The end of the trend vector corresponds to the predicted airspeed in six seconds if the current rate of acceleration is maintained. If the trend vector crosses Vne, the text of the current airspeed readout changes to yellow. When passing within and again at feet of a selected altitude, the set value flashes for five seconds. Bust the altitude by feet and the selected altitude data box changes to yellow text against a black background. We think an audio output would make the interface better.
The onscreen menu consists of two rows of dfis text boxes denoting the currently displayed menu. There is also a lower row containing six more labels that denote the function of the button below it. Each page has a dedicated menu, which may have options for hopping to another menu or adjusting parameters like the baro, setting the 1d0a and adjusting the display backlighting.
The parallel lines above and below the horizon line are the pitch indicator lines, with each line indicating 5 degrees of pitch. The end of each degree pitch indicator line has a hooked barb that points toward the horizon line.
The roll scale has tic marks at 10, 20, 30, 45, 60 and 90 degrees of roll. The stationary roll indicator has an internal arrow that moves to stay perpendicular to the horizon, while a moving roll indicator rotates the scale about a stationary internal arrow, which points to the current roll angle on the scale. Again, this follows the display of most d0a attitude instrument presentations. The time clock which can be set for local and Zulu time is displayed in the lower left-hand corner of the screen, below the airspeed tape.
When a count-down or count-up timer is enabled, it is displayed in place of the clock until the timer is stopped. With ffis optional OAT probe, a winds aloft arrow and wind speed is displayed on the lower corner of the display. In light winds, the arrow remains on the screen, but the speed value goes away. It is rfis visual representation of lateral acceleration.
Dynon EFIS DA Electronic Flight Information System – Chief Aircraft Inc.
If the ball is within the two vertical lines, you are in coordinated flight. Noticeably missing on both the D10A and G5 is synthetic vision.
We think buyers will want it. Buyers may also want a built-in checklist feature and the D10A has it.
Both were solid performers. When the FAA issued the STC, this is rightfully what it cared about the most and how the instruments interface with the pilot during a sensor failure. We did light aerobatics with the D10A and it never flagged its data. The attitude presentation is generated from algorithms using multiple sensors and is not sfis on any single external system. A G meter shows the current, maximum and minimum acceleration.
Dynon says the instrument can provide an accurate attitude—even in the event of airspeed loss due to icing or other blockage —because of its redundant GPS assist function. In normal operation, the instrument uses airspeed to aid with attitude accuracy.
That means using those backup flight instruments that the STC says need to stay in the panel. The G5 calculates attitude using built-in inertial sensors. The instrument also uses GPS and airspeed data to tighten up the accuracy of the attitude information. The G5 should come up valid within one minute of initial power up.
The displayed attitude information is still accurate and usable while this indication is shown. The G5 can align itself while taxiing and during level flight. As good as we think these displays are with Garmin having the modern advantageeach instrument is jampacked with bits of data that can be a struggle for aging eyes. With a 7-inch diagonal color LCD screen and a front bezel that measures 6.
The same limitations apply—no autopilot or navigation interface is approved. The D has a G meter, timers, a voltmeter and accepts inputs from optional AoA and magnetic heading sensors. It also has a splitscreen.
Dynon Avionics | Flight Instruments | EFIS-D10A
Mounting r10a D requires cutting a 6. First, the Garmin G5. We asked Garmin why and they told us the additional cost comes from the STC certification process. For features, we think the Dynon D10A wins, especially for the ability to connect a heading sensor.
But for cost, installation ease, display quality and backup battery life, we prefer the G5. Still, neither has what we really want – nav and autopilot functions. Avionics Report January Issue.