Pilotes Québec

Depuis le 6 avril 2016, l'« Experimental Aircraft Association (EAA) » a annoncé qu'elle offre un « Supplement Type Certificate (STC) » pour une augmentation de sécurité de vol, impliquant une mise à niveau d’instrumentation/Avionique pour certains types d’avions certifié.

L’annonce fût faite a “Lakeland, FL”, au « Sun ’n Fun Fly-In” par des représentant de la compagnie « Dynon ». Cette compagnie on produit un « STC » pour l’installation d’un « Dynon EFIS-D10A » comme remplacement de l’instrument primaire l’ « Horizon artificielle (Attitude Indicator [AI]) ». Ce fessant permettant, a certains modèles de Cessna et Piper une innovation.

L’installation d’un tel “STC” permettra aux propriétaires de certains avions une mise à niveau récente d’instrumentation/avionique à un faible coût. Veuillez vérifier la liste d’applicabilité pour les différents aéronefs, depuis le 6 avril, 2016 ?

Le “STC” serait disponible par la “EAA” au coût de $100.00 USD et les composantes par le réseau de distributions déjà établit de “Dynon ». L’article plus complet en anglais ici-bas.

Es-ce que quelqu’un à approché Transport Canada pour savoir s’il accepterait ce « STC » sur des avions canadien ?


EAA STC LOW-COST AVIONICS BREAKTHROUGH

In April 2016, EAA, along with the FAA and Dynon Avionics, announced a breakthrough that will improve flight safety and reduce avionics upgrade costs for owners of certain type-certificated aircraft.
EAA STC, LLC, a subsidiary of EAA, now owns a supplemental type certificate (STC) that allows installation of the Dynon EFIS-D10A or EFIS-D100 as a replacement for the airplane’s primary attitude indicator. This opens the door for innovations developed in the amateur-built and light-sport aircraft market to make their way into specific Cessna and Piper models. Currently, the Approved Model List (AML) includes the following aircraft series (including all variants on each type certificate):

Beechcraft Bonanza/Debonair, Beechcraft Musketeer/Sundowner/Sierra, Beechcraft Skipper
Cessna 150, Cessna 152, Cessna 170 Cessna 172, Cessna 175, Cessna 177, Cessna 177RG, Cessna 180/185, Cessna 182, Cessna 205/206/207, Cessna 210
Grumman AA-1/AA-5
Maule M-4/5/6/7
Mooney M20
Piper PA-24, Piper PA-28, Piper PA-32, Piper PA-38

Unique to this STC, EAA worked with the FAA to allow the Dynon EFIS-D10A or EFIS-D100 to be installed without the traditional technical standard order (TSO) or parts manufacturer approval (PMA) requirement. Dynon’s product is also verified against the recently developed ASTM 3153-15, Standard Specification for Verification of Avionics Systems. The Dynon unit was flight tested in Oshkosh earlier this year in EAA’s own Cessna 172M, with FAA observation.

The STC is available through EAA STC for $100 to EAA members.



Dynon for STC Breakthrough to Upgrade Safety, Reduce Costs for Aircraft Owners

July 23, 2016 - The Experimental Aircraft Association (EAA) has announced several updates to the FAA Supplemental Type Certificate (STC) it pioneered for the Dynon EFIS-D10A, an STC that was originally announced at the Sun ’n Fun Fly-In at Lakeland, Florida, in April.

The Accessible Safety STC, which is now available to EAA members for $100 each, can be ordered atEAA.org/AccessibleSafetySTC and will be shipped within two weeks after EAA AirVenture Oshkosh 2016. The STC is officially supplied and owned by an EAA subsidiary – EAA STC, LLC – that is fully supported by EAA and ensures the high standards and attention expected for EAA-related products.

In addition to the Cessna and Piper aircraft first announced in April, several more models of each aircraft are now eligible. It now includes the Cessna 175, 177, and 182 series, as well as the Piper PA-24 and PA-32 series. Additional aircraft outside these two manufacturers are expected to be added soon.

In addition, the STC has been expanded to include the Dynon EFIS-D100 as an approved substitution for the Dynon EFIS-D10A that was part of the initial STC. The two devices share virtually the same hardware and software, except that the EFIS-D100 has a seven-inch display compared to the EFIS-D10A’s four-inch display. This option will require much more extensive modification of instrument panels than the smaller display, which fits into a standard instrument hole, but the readability and versatility of the EFIS-D100 have made it a top choice of homebuilders and light sport manufacturers for years.

“Our intent in developing this STC was to bring mature, safety-enhancing technologies to the cockpits of more aircraft,” said Jack Pelton. “Today’s announcement reflects the work EAA has done in the last few months to both bring the STC to market and to continue its growth. There are many more good things to come.”

EAA’s STC will make detailed installation and maintenance manuals available by the time the first STCs are shipped. In the meantime, see EAA’s FAQ for answers to common questions.

Bon je me lance,

Au meilleur de ma connaissance, un STC émis par la FAA pour un avion conçu et certifé aux USA, est automatiquement valide sur les avions Canadiens.
Faire attention ici, le produit concerné par le STC (avionique dans ce cas çi) et l'aéronef doivent tous deux avoir été conçu et certifiés aux USA.

Texte de la IP 513-003 émise par TC spécifiant les requis pour des modifications d'avions. (Annexe B, Note d'information 2 pour ceux qui veulent lire pour eux meme). http://www.tc.gc.ca/fra/aviationcivile/ ... tm#annexeb" onclick="window.open(this.href);return false;

Les STC de la FAA applicables à des avions des catégories normale, utilitaire, acrobatique et très légers (VLA) dont la certification a été faite sur la base des normes des FAR 23 ou équivalentes, pour lesquels les É.-U. sont l’État de conception sont exempts d’un examen de la définition de type, que ces STC impliquent ou non le respect d’exigences relatives à des CTA canadiennes.

FAR 23, c'est les petit avions, 12500lbs et moin de mémoire.

Donc, si ton avion a été conçu aux USA - Comme un cessna 172 par exemple - et que la FAA a émis un STC a l'effet de cet avion, ce STC est exempt d'une évaluation de TC.

Par contre, si tu vole un Pistrel ou un Robin, ce n'est pas le cas.

Moi j'en installerais un sans y penser deux fois. Avec le STC de la EAA bien sur.

D

Bonjour à tous,

Voici un article en anglais de la EAA qui vient de paraitre:

EAA Improves General Aviation Safety

By Ian Brown, EAA 657159, Editor and Canadian Council Board Member

February 2017 - In general, EAA has a mission to improve aviation safety. This can be seen in the many forums and publications dedicated to the topic. One area of specific interest to many GA pilots are the STCs allowing the Dynon EFIS-10A or EFIS-D100 (7-inch widescreen) to be used as a replacement for the traditional attitude indicator in a certificated aircraft. The D10A footprint is compatible with the standard instrument hole, although you may have to check for about 9 inches of clearance behind the hole, including the space for static, angle of attack, and pitot lines to be run.

Many of our readers will remember the cautions about what to do if the vacuum-driven attitude indicator becomes stuck during upset recovery. This can be particularly alarming if the pilot happens to be in IMC conditions at the time. Many older autopilots depend on inputs from the attitude indicator too, and anyone practising aerobatics may be familiar with the idea that vacuum-operated attitude indicators do not like to go beyond 100 degrees of bank and 60 degrees of pitch before hitting the stops.
Our readers may not know that solid-state attitude indicators, like those in the Dynon products, not only benefit from the absence of a vacuum-driven gyro but also from the fact that solid-state gyros cannot be upset. This means that you can boast a partial “glass cockpit,” and also rest assured that you have taken steps to improve your safety.
Once the D10A or D100 is installed, you also have a backup for several other instruments in the panel. Both products featureattitude, airspeed, altitude, and turn-rate indicators, an inclinometer, a G-meter, up/down timers, a clock, and a voltmeter. Battery backup provides power in event of aircraft electrical system failure. Other optional capabilities includeangle of attack, magnetic heading, OAT, true airspeed, winds aloft, and density altitude.
The EAA STC can be checked out either at the EAA website or at Dynon Avionics, where you will also find a continuously updated list of certificated aircraft to which the STC applies. The recently updated approved model list now covers many Cessna, Piper, Beechcraft, Grumman, Mooney, and Maule models.
EAA began with a mission of encouraging amateur building of aircraft, but today’s focus on safety reaches a much wider audience. In eight years of using the D10A, the author has never had an in-flight failure of the D10A, and with the battery backup option, these devices provide an extra safety net if you lose electrical power, especially at night. It would take a copy of the users manual to explain all of the features, but there are some nonobvious additional features like configurable pitch, roll indicators and checklists, configurable audio-alarms, and a calibration feature for the heading indicator, which make the day-to-day use a lot more intuitive. You don’t need a compass calibration card with this puppy!
In the author’s opinion, the heading indicator is more reliable, the angle of attack indicator is a significant safety feature, and the G-meter is a useful measure of how bumpy that last flight actually was. The overall convenience of having the whole “six pack” on one compact, always-lit screen is amazing. If this isn’t enough to convince you that EAA is having an impact in general aviation safety, then maybe the price of US$2,625 will encourage you to consider it relative to more expensive upgrades that may not bring the same level of safety improvement to you and your loved ones.