AIRCRAFT PANEL, ASSEMBLY, AND METHOD OF MANUFACTURING

An aircraft panel apparatus, assembly of aircraft panel and parts in an aircraft, and method of manufacturing the aircraft panel apparatus and parts is provided. These aircraft panel and parts can be used for a variety of single engine aircraft, particularly for Cessna single engine aircraft.

An example detail gauge frame is as follows:

This can be used for a variety of Cessna single engine aircraft. For example, this can be used for Cessna 172 panel, or others in the various single engine aircrafts.

In a further embodiment of the above panel:

In a further embodiment of the above panel:

UNLESS OTHERWISE STATED, ALL FILLET RADII TO BE .0300

FINISH: ANODIZE PER MIL-A-8625 TYPE IL

MATERIAL 2024- T351 P ER AMS-QQ-A-250M

IDENTFY PER MIL-STD-130 IAW AS478-35D, BAG AND TAG ITEM;

An example detail gauge frame is as follows:

This can be used for a variety of Cessna single engine aircraft. For example, this can be used for Cessna 180 panel, or others in the various single engine aircrafts. \\

In a further embodiment of the above panel:

In a further embodiment of the above panel:

UNLESS OTHERWISE STATED, ALL FILLET RADII TO BE .0300

FINISH: ANODIZE PER MIL-A-8625 TYPE II.

MATERIAL 2024-T351 PER AMS-QQ-A-250/4.

IDENTFY PER MIL-STD-130 IAW AS478-35D, BAG AND TAG ITEM

Additional embodiments are shown, and not limited to, the following.

The modifications listed throughout this specification and drawings and other modifications can be made by those in the art without departing from the ambit of the invention. Although the invention has been described above with reference to specific embodiments, the invention is not limited to the above embodiments and the specific configurations shown in the drawings. For example, some components shown can be combined with each other as one embodiment, and/or a component can be divided into several subcomponents, and/or any other known or available component can be added. The processes are not limited to those shown in the examples. Those skilled in the art will appreciate that the invention can be implemented in other ways without departing from the substantive features of the invention. For example, features and embodiments described above can be combined with and without each other. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive. Other embodiments can be utilized and derived therefrom, such that structural and logical substitutions and changes can be made without departing from the scope of this disclosure. This Specification, therefore, is not to be taken in a limiting sense, along with the full range of equivalents to which such claims are entitled.

Such embodiments of the inventive subject matter can be referred to herein, individually and/or collectively, by the term “invention” merely for convenience and without intending to voluntarily limit the scope of this application to any single invention or inventive concept if more than one is in fact disclosed. Thus, although specific embodiments have been illustrated and described herein, it should be appreciated that any arrangement calculated to achieve the same purpose can be substituted for the specific embodiments shown. This disclosure is intended to cover any and all adaptations and/or variations of various embodiments. Combinations of the above embodiments, and other embodiments not specifically described herein, will be apparent to those of ordinary skill in the art upon reviewing the above description.

Table of contents for this publication:

1. Introduction

2. Primary Flight Displays (PFD’s)

3. FAA regulations and compliance

•Structural

•Field of View

•Avionics cooling

•Additional requirements

4. STC Information

5. NextGen Panel(TM) System, Method, and Apparatus

•Structural

•Field of View

•Avionics cooling

6. Installation manual references.

•Garmin G500TXI

•Garmin G3X

Dy non Skyview HDX

Included in this publication are excerpts of the manuals for the Garmin and Dynon installations intended to substantiate the information in this publication.

Considerations:

• All 3 manuals referenced have parameters that generally apply to all other PFD installations.

• This document aims to illustrate the similarities each installation requires per the above FAA regulations and intentionally omits redundant statements to make this document as concise and straight to the point as possible. Thoroughly read all 3 examples below since each does likely pertain to all available PFD options.

• Consult the referenced manual in its entirety for specific instruction of your PFD instal- lation.

• This document is not biased, and is not an installation guide or approval for installation.

• This document aims to highlight the benefits of the Next-Gen panel (TM) system, method, and apparatus, not overwhelm the reader with homework on FAA regulations.

• It is the opinion of ARC that the Next-Gen panel (TM) system and method is more cost effective, efficient, serviceable, and compliant with FAA rules and regulations. However, no warranties are ex-pressed or defined since each installation and aircraft condition has its own set of circum-stances.

• The form factor is assumed in the avionics industry to remain consistent.

For instance, theAvidyne 440 and Garmin 650 are drop-in replacements for the Garmin 430. When the Garmin G3X is outdated, it is reasonable to assume the replacement will have a simi- lar, if not identical form.

• The Next-Gen panel (TM) system, method, and apparatus is approved for use, as a means, to accommodate and comply with the FAA regulations and STC’s to install the PFDs listed.

• Each aircraft has many variations of panel frames. The Next-Gen panel standardizes this as a replacement for all variations.

• The 180 series frame fits all 180’s and 185’s, as well as the early 182.

• Later model 182 frame is in development.

• The 172 frame fits the 172B and on, as well as the 175.

• 170 and early 172 frame in development.

• The Next-Gen panel will allow avionics shops to prepare the completed aircraft’s panel before the aircraft arrives and will require little or no R&D to be performed on the aircraft during the in- stallation, only a consultation beforehand.

• All paragraphs in italics are copied from the referenced manual.

• The NextGen Panel(TM) system and method, including method of manufacturing, method of installation, and kit are provided. Introduction

When upgrading avionics, there are many considerations. To replace the classic 3” round gauges the leading options are STC’d Garmin and Dynon Primary Flight Displays (PFD’s). Garmin and Dynon STC’s for the G500TXI, G3X and HDX installation in the Cessna 172,180,182,185, and others may be un-achievable within the generic parame- ters of all 3 STC’s. This statement, or similar, is used in all STC’s:

"This STC is not the basis for airworthiness approval of instrument panel modifi- cations.”

Installation Conflict:

The STC’d avionics require additional aircraft modifications for installation.

The issues arise when the PFD does not fit in the instrument panel, and certainly not the preferred dual PFD/MFD configuration. In addition to these factors, minimum com- pliance can be difficult or impossible due to the physical size of the PFD’s.

This leads many to ask; “How can this instrument be certified for my aircraft if it is too large for my panel?” The simplified answer is that each of these PFD’s is certified to re- place instruments per AC23.1311 -1C, not for the modifications to the aircraft needed to accommodate it.

The PFD is installed only as a replacement for existing analog systems. The system functions have been authorized to replace the similar functions that may have already existed in your airplane. Its only purpose is to display information to the pilot.

The PFD units themselves meets AC23.1311 -1C and are eligible for installation in air- craft that meet this criteria. They may not have ever actually undergone the installation. These aircraft models are added to the STC’s Approved Model List (AML), with the caveat; "This STC is not the basis for airworthiness approval of instrument panel modifications.”

Without reading the fine print, the AML can be misinterpreted by:

1 . Aircraft owners assuming that since their make and model of aircraft is ap- proved on the AML, that the PFD will fit in the specific aircraft.

2. Installers using the AML liberally as blanket approval to make any necessary modifications to accommodate the PFD.

Stating that the STC is not the basis for instrument panel modification limits the re- sponsibility of the manufacturer. This allows the manufacturer (e.g., Garmin and Dynon) to approve the massive AML list of approved models. The PFD is only replacing the primary instrumentation that was previously installed. This places the responsibility of how it is installed and overall compliance with AC23.1311 -1C on the installer. The caveat means the installer must first determine how to meet compliance AC23.1311-1C subpart 15. This pertains to the field-of-view (FOV) and evaluations to ensure the pilot has “minimum head and eye movement” while using all required in- struments, as well as additional requirements. For instance, Dynon does address this in their installation manual:

2.3 Installation Compliance

Airplanes on the AML meet a minimum required configuration for applicability of the STC. However, some airplanes may have been modified, and consequently, it may be difficult to use the information in this manual to completely substantiate the installation in compliance with the STC. It is the installer's responsibility to make the final de- termination of applicability for each individual airplane.

In most cases the customer wants a PFD, MFD, and radios in the center to make the aircraft as capable as possible. Some customers must settle for one off-center PFD, unfortunately for the avionics installer who would rather sell the additional equipment. This also places additional workload on the pilot and moves the radios further outboard of the pilots maximum field of view.

Primary Flight Displays (PFD’s)

The available certified PFD systems are:

•Garmin G500 TXI

Considered the largest and most capable PFD on the market, not often installed due to size con-straints. High cost.

•Garmin G3X

Considered the most common Garmin PFD installed, also the tallest vertically. Medium cost.

•Dynon HDX/ Skyview system.

Considered one of the most common PFD’s on the market, it is very capable, simple, and econom-ical. It is also more compact than the Garmin PFD’s in size but deeper in draft.

FAA Regulations and Compliance

To install the avionics in the aircraft the installer must show compliance with AC23.1311-1C pertaining to the installation of the certified unit in the specific air- craft.

Note: Many aircraft on the AML are certified under Car3, not Part 23. In the case of PFD’s, part 23 is the certification basis. New technology is developed here and certified to comply with the latest revision as is its installation.

1 . FAA field of view compliance (FOV)

2. Avionics cooling requirements

3. Aircraft Structural Modifications

FAA AC43.13-2B 1104. INSTALLATION.

Throughout the development of the complexity of aircraft the requirements for the mounting of all instruments has remained the same. All instruments must be mounted so they are visible to the crew member primarily responsible for their use. a. Structure. Before initiating changes to instrument panel installations, determine the load bearing requirements of the component. In some aircraft the instrument panel is stressed as the primary structure; with the majority, the panel is treated as the sec- ondary structure with load bearing responsibilities limited to instruments and equipment installed. Regardless of the structural nature, the altering technician is responsibility for the installation to its original or properly altered state.

(1) In all cases, where available, refer to the manufacturer’s instructions for continued airworthiness (ICA) when considering alterations to any structure. For aircraft manufac- tured before the regulatory requirement for the manufacturer to provide such informa- tion, refer to AC 43.13-1 , Acceptable Methods, Techniques, and Practices (as amended), chapter 4, section 4 and/or chapter 2, of this AC for methods and techniques of retaining structural integrity.

(2) Failing availability or applicability of those sources we recommend that the al- tering individual have a Designated Engineering Representative (DER) approve the data before accomplishing of the task.

Field of View Compliance (FOV)

FAAAC 23.1311-1 C defines the primary field-of-view with the normal line-of-sight estab- lished at 15° below the horizontal plane, the values for the vertical and horizontal are ±15°. The primary maximum field-of-view values are ±35° horizontal, +40° up, and -20° down vertically from the pilot eye reference point.

For example, if the distance from pilot eye to the instrument panel is 30 inches, the en- tire display of primary flight information must be no further than 8 inches to the side from the pilot eye reference point to be within the primary field-of-view.

Centerline of primary field-of-view is coincident with:

1. A projection of the centerline of the pilot’s seat onto the instrument panel; or

2. The center of control yoke or stick in neutral position, if the control yoke or stick are offset from the centerline of the pilot’s seat.

According to the AC 23.1311 -1 C, standby instruments shall be placed “as close as prac- ticable” to the PFI. This translates into locating the standby display close to the primary display in a position that will cause the least amount of pilot fatigue during use. Garmin stipulates 2” or less.

AC23.1311-1C 15.4 Recommended Location for Displaying Information

It may not be practicable for retrofit installations with new electronic displays, such as with ATC, STC, and field approvals, to comply with the values in the table. This is due to limitations in the systems and incompatible technologies between the aircraft and the system being added.

Navigation Annunciations “VLOC” Field of View:

Requirements for installing an IFR Navigator are as follows:

The navigation source selection (“GPS” or “VLOC”) field of view is approximately ±30° or 13.856" horizontally from the center of the attitude indicator, or centerline of the pilot's seat/yoke. The navigation annunciation field of view is approximately ±35° or 16.805" horizontally from the centerline of the pilot. Both of these angles and distances are de- termined with the pilot seated at a minimum of 24" from the instrument panel.

•In an embodiments, the Navigation Annunciations must be installed within the (GPS/ VLOC) Navigation An-nunciation FOV.

•In an embodiment, the top of the navigator must be level with the bottom of the PFD.

•In an embodiment, annunciations may be displayed remotely on the PFD. If the navigator is located within the acceptable field of view, external annunciation is not needed ADDITIONAL EMBODIMENTS' REQUIREMENTS:

•The IFR Navigator should be installed 12” or more away from the aircraft’s magnet- ic compass. Perform an aircraft compass swing/calibration after completing the instal- lation of the IFR Nav/GPS. Note: The 12” minimum distance is a TSO-driven value that is designed to ensure the unit will have no impact on the aircraft compass. If an installa- tion is made where this distance is less than 12”, then a compass swing/calibration must be accomplished after completing the installation.

•in an embodiment, the existing magnetic compass must be retained, and recalibrated once the PFD/MFD installation is installed and configured.

•In an embodiment, after modifying the avionics, the aircraft’s weight and balance must be updated after installation is complete.

•In an embodiment, the Navigator should be mounted in a location where the viewing angle of the display does not exceed the following angles:

•From the Left: 45°

•From the Right: 45°

•From the Top: 35°

•From the Bottom: 35°

Embodiment: Split screen PFD functions:

Some PFD’s can be configured so that the screen is split vertically into two sections. One side of this (centered above the yoke) is configured for Primary Flight Information. The other is used for navigation or other functions.

This is not recommended for example, for the following reasons:

•Limits the size of the primary flight information.

•The standby instrument now must be adjacent to the PFD side of the configured screen.

•Off-center impact pushes the IFR Nav out of the boundaries of the VLOC FOV

Will not allow for an MFD to be installed. Embodiment: Standby Instrument:

•According to the AC 23.1311 -1 C, standby instruments shall be placed “as close as practicable” to the PFI. This translates into locating the standby display close to the pri- mary display in a position that will cause the least amount of pilot fatigue during use.

•For example, Garmin stipulates the above and that standby instruments are be located within two inches of the PFD. Positions above, below, or on either side of the display are accept-able.

•Example: Aircraft Structural Modifications:

In each installation a new panel must be fabricated. The STC’s do not permit this how- ever the FAA does in some circumstances:

To comply without additional approval you must;

Maintain the form of the existing instrument panel, including the location of fasteners, and retain all elements of the instrument panel structure (if comprised of multiple parts assembled), such that every feature of the instrument panel is preserved or duplicated.

This essentially means that if the PFD fits within the existing structure, you can fabri- cate a new panel plate for the installation. You may not modify the underlying structure without further FAA approval.

Often panel frames are modified and corner structure hacked to accommodate new PFD installations. There are over 40 different panel frame variations in the 172 and 180 series, making it impossible to perform R&D in advance. It is also difficult to anticipate total costs or any prep work before the aircraft arrives. This results in a time consum- ing, expensive custom, one-off, not-guaranteed to work installation for each aircraft every time.

If the panel frame is modified, you will need FAA approval via FAA form 337 with either STC, Field Approval (block 3 signed) or FAA form 8110-3 approved engineering data. The NextGen panel solves these problems by replacing the restricting OEM panel frame with one designed to accommodate PFD installations.

STC Limitations:

Garmin and Dynon STC’s for the G500TXI, G3X and HDX installation in the Cessna 172,180,182,185, and others may be un-achievable within the generic parameters of all 3 STC’s: This statement, or similar, is used in all STC’s.

"This STC is not the basis for airworthiness approval of instrument panel modifi- cations. ”

To paraphrase, the STC requirements state that the PFD centerline must be within 3” of center to the pilot (yoke), but also may not interfere with panel structure due to the radius/slooe of the existing panel and the relationship to the too outboard PFD corners. It may not be possible to comply with both requirements. While moving the PFD far enough to the right to clear the structure, the FOV requirements may be ex- ceeded.

A modification to the panel structure is necessary, but prohibited in the context of what is authorized by the STC’s and per line 3 of the following guidelines for fabricating a new instrument panel. This strictly excludes modification and “cutting” the panel struc- ture or frame that is required to physically accommodate the large square PFD.

Specific FAA approval is required to make this change in conjunction with the avionics STC.

When fabricating a new instrument panel, it must:

1. Use the same material type, thickness (not less than 0.063 inch), and corrosion pro- tection as the original instrument panel, with a minimum thickness of 0.063 inches. o 2024-T3 aluminum per AMS-QQ-A-250/5, or 6061-T6 aluminum perAMS4025, AMS 4027, or AMS-QQ-A-250/11 must be used if existing instrument panel material is not known, (material properties must be able to support the loads of the equipment, equal to or better than the OEM installation, such as 2024 or 6061 if the OEM panel material is not known.) o Corrosion protection must be in accordance with aircraft model specific standard prac- tices manual or per MIL-DTL-5541.

2. Be manufactured using methods and procedures defined in an aircraft standard practices manual, maintenance manual, or structural repair manual. Methods, techniques, and practices defined in AC 43.13-1 B chapter 4, section 4 Metal Re- pair Procedures are acceptable.

3. Maintain the form of the existing instrument panel, including the location of fasteners, and retain all elements of the instrument panel structure (if com- prised of multiple parts assembled), such that every feature of the instru- ment panel is preserved or duplicated.

This is not possible on PFD installations without moving the display more than the al- lowable 3” off-center.

Deviation from line 3 requires approved engineering data to modify the frame. This Is expensive and is typically done after a trial and error process to manufacture parts that match the now approved drawing.

Embodiment: Avionics Cooling:

AC23.1311-1C 27.2 Temperature.

Electronic systems reliability is strongly related to the temperature of the solid-state components in the system. Component temperatures are dependent on internal ther- mal design and external cooling. In evaluating the temperature environment, consider the additional heat generated by the equipment, especially in a location where air- flow is restricted. To determine if adequate cooling is provided, the evaluation should make maximum use of previous data from comparable installations, thus limiting ground or flight tests to those installations that cannot be verified conveniently by other means. When the equipment-operating environment cannot be verified from previous experi- ence or from an evaluation of temperature values in that equipment location, a cooling test should be conducted.

Many Cessna Aircraft have little or no ventilation in the windshield area. The cabin heater pumps heat directly behind the panel, which rises and can “hotbox” the avionics. Steam gages were not adversely affected by temperature and the shock-mounted pan- els had about 1/2” of space, enough ventilation for the new PFD to cool. Remember earlier in this article; Maintain the form of the existing instrument panel, including the lo- cation of fasteners, and retain all elements of the instrument panel structure (if com- prised of multiple parts assembled), such that every feature of the instrument panel is preserved or duplicated. Hard mounting a rigid panel plate to the panel frame benefits the PFD installation, but leaves no ventilation gap.

One example of this was an aircraft based in the midwest had functioning avionics, until the aircraft was airborne and the PFD would suddenly go black. The culprit was a sol- dered circuit board resistor that was broken by heat expansion. When the unit was cold, the resistor would make contact, but when the cabin warmed up, the heat expansion would slightly move this resistor, lose conductivity, and kill the power.

NextGen Panel (TM) System, Method, Apparatus, Kit, Method of Manufacturing Embodiments:

ARC has designed a complete replacement panel frame, and system of installing the avionics to meet or exceed the requirements outlined in this publication. It has been de- signed to accommodate all PFD models currently available for the 172 and 180/182/185 series.

Embodiment: Field of View (FOV):

•The panel plate is configured based on the locations of the yoke controls and selected PFD which determines the location of the standby unit. The PFD and MFD are both centered above the yoke pass throughs in the panel/ pilots centerline of sight. This varies slightly depending on the exact model of the aircraft. GPS and radios are on the centerline of the aircraft keeping them comfortably within the GPS FOV. The MFD is partially contained within the pilots Maximum FOV.

Example: Embodiment: Structural Modification:

Inan embodiment, the NextGen Panel(TM) frame is billet machined from .75” 6061 T6 designed to accommo-date the 172, 180,185, and early 182 models, as well as all PFD’s. The frame is in-stalled with simple sheet metal practices and a new transition skin with incorporated ventilation is supplied to accommodate the shape of the panel frame.

•Shown below are examples of how the NextGen panel(TM) frame accommodates a new plate to mount the avionics. The frame remains consistent. Inserts accommodate slight changes such as cowl flaps and gear selection for amphibious planes.

The frame appears larger however is only raised on each corner by approximately 1” and is specifically designed for PFD mounting. Overall height does not change from the standard panel. Embodiment: Avionics Cooling:

Supplied with the NextGen Panel(TM) frame is a new transition skin with an incorporated ventilation plate. This prevents avionics hotboxing, and also allows cabin heat, and heat generated by the avionics to rise through the skin, and assist in defrosting the wind-shield, and heating the cabin.

The transition skin is spliced in 2” behind the windshield retainer to accommodate the NextGen Panel(TM) profile. References in this publication:

FAA

AC43.13-1 B

AC43.13-2B

AC23.1311-1C

Avidyne

IFD Installation Manual 600-00299-000 Rev.23

Included in this publication are excerpts of the manuals for the Garmin and Dynon PFD installations intended to substantiate the information in this publica- tion.

Garmin

G500 TXI: REF 190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual Rev. 13

Garmin

Installation Manual 190-02472-01 G3X Touch EFIS Part 23 AML STC Revision 9

Dynon

SkyView HDX - System Installation Manual, Rev L

Garmin G500TXI Installation

This is the widest display on the market, slightly shorter than the Garmin G3X.

Garmin G500 TXI: REF 190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual Rev. 13

Page 4-24

•GDU 1060 DISPLAY CENTERLINE MUST BE WITHIN 3 INCHES LEFT, OR RIGHT, OF THE CENTERLINE OF THE PRIMARY FIELD-OF-VIEW.

Page 4-28

When a PFD and an Electronic Standby Instrument System are installed, the electronic standby magnetometer and wiring must be separated from the GMU 44(B) as much as practical. Standby instruments must be located within 2 inches of the GDU 700/1060 PFD. Positions above, below, or on either side of the display are acceptable. In dual PFD installations, the standby instruments are required to be installed next to the pilot’s PFD only.

Page 4-30

Installation of the GDU 700/1060 requires modification to the existing instrument panel. The extent of this modification depends on the selected G500/G600 TXi system configuration, choice of standby instrument(s), standby instrument placement, and any other instruments that must be retained. In some cases, it is more effective to purchase a blank instrument panel from the aircraft or equipment manufacturer (TC or STC/PMA holder) if the scope of the required changes makes it impractical to modify the existing panel. Table 4-2 lists examples of approved instrument panel modifications for popular aircraft models, including the basis for airworthiness approval.

(Note, the table does not list any approved modifications for the Cessna 180 and 185 panel or underlying structure)

Embodiment: Garmin G3X Installation

The G3X appears to be the tallest PFD on the market, slightly narrower than the

G500 TXI. Installation Manual 190-02472-01 G3X Touch EFIS Part 23 AML

STC Revision 9 Page 84:

•The G3X GDU for the pilot in command position must be located such that the screen is entirely viewable and within reach of the pilot. It is preferable for the display to be lo- cated as far up the instrument panel as practical. The GDU display(s) position must not interfere with any existing equipment including, but not limited to flight controls, control lock devices, engine controls, switches or annunciators.

Page 85:

•The location of the GDU display on the instrument panel in relation to the centerline of the Pilot's control wheel depends on the display size and configuration. When measured from the centerline of the control wheel, the GDU centerline must be located as defined in Figure 4-19, Figure 4-20, Figure 4-21, Figure 4-22, Figure 4-23, Figure 4-24 or Figure 4-25. (Figure 4-20 defines this as 3.0” max deviation from pilot centerline)

Page 90:

4.3.1 Instrument Panel Fabrication or Modification

Installation of the GDU 4X0 requires modification to existing instrument panels. The ex- tent of this modification depends on the selected G3X system configuration, standby in- strument configuration, and any other instruments that must be retained. In some cases, it may be more effective to purchase a blank instrument panel from the aircraft or equipment manufacturer (TO or STC/PMA holder) if the scope of the required changes makes it impractical to modify the existing panel.

NOTE

New instrument panels may be fabricated if the existing instrument panel is not part of the aircraft primary structure. The GDU 4X0 cutout and location of standby instruments must be the only differences between the new and the replaced instrument panel as- sembly. This STC is not the basis for airworthiness approval of instrument panel modifications. The GDU 470 may also be installed in the avionics stack instead of the instrument panel provided the same requirements for fabricating a new instrument panel (below) are met.

Page 91 : Standby instruments must be located within two inches of the GDU 4X0. Positions above, below, or on either side of the display are acceptable. In multiple display installa- tions the standby instruments are required to be installed next to the PFD1 only.

Dynon HDX Installation

The HDX is smaller in than both Garmin profiles, yet has the deepest draft due to the entirely remote mounted sky view network, typically mounted on trays directly behind the PFD’s. These trays DO NOT work with many models of Cessna. ARC has a similar but custom tray to accommodate this installation in Cessna aircraft. Notify ARC if you intend to install Dynon avionics.

SkyView HDX - System Installation Manual, Rev L

Page 5:

2 Important Information

This section contains important installation information that installers should read and understand before installing a SkyView HDX system into an airplane.

2.1 STC Approval

The Dynon Avionics STC approval for installing SkyView HDX system on airplanes list- ed on the associated Airplane Model List (AML), has no stated limitations. Therefore, the SkyView HDX system functions have been authorized to replace the similar func- tions that may have already existed in your airplane. Examples are:

• The replacement of the mechanical or electrical engine instruments with the SkyView HDX Engine Monitoring System (EMS).

• The replacement of vacuum and/or electric gyroscopic instruments such as the Direc- tional Gyro or Attitude Gyro with the SkyView HDX ADAHRS module (SV- ADAHRS-200). By extension, when all vacuum instruments have been removed from the airplane, the vacuum system source may be removed as well.

• The SkyView HDX HSI is functionally equivalent to a TSO External HSI and is certified for IFR operations. TSO third party navigation equipment can be connected to the SkyView HDX HSI and operated under IFR. A separate HSI is not required by this STC for IFR flight operations.

Page 6:

2.3 Installation Compliance

Airplanes on the AML meet a minimum required configuration for applicability of the STC. However, some airplanes may have been modified, and consequently, it may be difficult to use the information in this manual to completely substantiate the installation in compliance with the STC. It is the installer's responsibility to make the final determi- nation of applicability for each individual airplane. Prior to completing the installation, and before returning the aircraft to service, the in- staller must complete and submit a completed FAA Form 337 Major Repair & Alteration (Airframe, Power-plant, Propeller, or Appliance) to the appropriate FAA Aircraft Registra- tion Branch. The form must include the following:

• Description of the SkyView installation.

• Description of how the SkyView interfaces with existing equipment and systems.

• Appropriately approved or acceptable data that demonstrates compliance.

Refer to AC 43.9-1 G - Instructions for Completion of FAA Form 337 for additional infor- mation.

2.4 Embodiment: Pre-installation Information

Read and understand the following before proceeding with installation activities.

Always install avionics equipment in compliance with regulatory requirements found in Part 23 - Airworthiness Standards: Normal Category Airplanes, Subpart G - Flightcrew Interface And Other Information.

Always install avionics equipment in accordance with the guidance and approved engi- neering methods outlined the following FAA documents:

• 23.1311 -1C - Installation of Electronic Display in Part 23 Airplanes

• AC 43.13-1 B - Acceptable Methods, Techniques, and Practices - Aircraft Inspection

• AC 43.13-2B - Acceptable Methods, Techniques, and Practices - Aircraft Alterations

The certified mechanic who will authorize the airplane's return to service should agree with the installation plan (i.e., methods, unit location, wire harness routing, etc.) before installation activities begin. This will help avoid potential rework should any part of the installation be found non-compliant.

The SkyView HDX ADAHRS module must be mounted rigidly to the airframe. If mount- ing the ADAHRS module to an avionics tray that mounts to the instrument panel, do not attach the instrument panel to the airframe with rubber mounts.

Page 25:

Installing SkyView HDX necessitates the design and fabrication of a new instrument panel to mount the SkyView panel-mounted equipment. This section provides quantified and qualified regulatory guidance, as well as volumetric requirements for the SkyView panel- mounted equipment to help you decide where to locate equipment on the instru- ment panel. Panel cut-out and mounting hole dimensions are provided for each compo- nent where applicable.

Installation or relocation of cockpit equipment and controls are not authorized by STC SA02594SE. Consult applicable manufacturer documentation or FAA guidance for air- craft modifications involving the installation or relocation of cockpit equipment and con- trols.

Installation of a SkyView HDX system must be completed by authorized individuals.

Modifications to instrument panels must be completed and approved in a manner acceptable to the FAA. The design and installation instructions, information, and refer- ences in this manual are guidance and recommendations to the installer. For approval of instrument panel design, consult AC 43.13-2B Chapter 11, Section 1104 or a certified technician or inspector.

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All primary flight information (as defined in Section 0) needs to be located within the hor- izontal boundaries of the Primary Field-of-View. The SkyView HDX PFD can be config- ured by the pilot to be 100% of the entire display, or it can be reduced to 50°/o of the display’s width. When considering where to place the HDX display in the instrument panel, consider that only the 50°/o width of the display configured as the PFD must be located within the primary field-of-view. Doing so may allow more of the EFIS-D10A Standby Display to fit within the primary field-of-view horizontal boundaries.

According to the AC 23.1311-1C, standby instruments shall be placed “as close as prac- ticable” to the PFI. This translates into locating the standby display close to the primary display in a position that will cause the least amount of pilot fatigue during use.

Benefits of the NextGen Panel(TM) System, Method, Apparatus, Assembly, Method of Manufacturing, and Kit:

For Aircraft owners, for example, at least one of:

•Dual PFD’s and centered center stack.

•Accommodation of Seaplanes West brace wires (stack must be centered)

•Aesthetically pleasing design

•One-time invasion of the aircraft, structure will remain for future changes, just change the plate.

•Faster turn-around.

•New wiring.

•Fully customizable.

•Avionics installation can be completed without taking the aircraft offline.

•V-Ref 100% Value-add to aircraft appraisal value.

For Installers, for example, at least one of:

•Pre-Install, test and configure the avionics well in advance to aircraft arrival.

•Standardized installation procedure.

•Optional pre-installed Dynon and Avidyne avionics for shops with limited capabilities.

•3’ of access hole to the firewall before the panel plate is installed.

•Less or no R&D of a custom panel, rework, and compromising due to constraints.

•Sale of additional avionics to the customer.

•Cannon plugs for quick installation of systems and avionics.

•Flat rate quote-ability.

•Compliance already completed for Car3 and part 23 as applicable.

•No modification to the aircraft flight controls.

•Easy access to perform more tasks such as cable replacement. In an embodiment, for FBO’s and Avionics shops:

Purchase the frame and installation components, to enable them to perform the wiring, installation, and fabrication of the panel plate and avionics.

ARC can provide the following to capable FBO’s to enable the installation, inter alia, of:

• Panel Frame

• Carbon fiber glare-shield (with burn cert)

• Glove-boxes

• Wires cut to length and cannon plugs

• Yoke pass through bushings

• CAD templates of panel plates that apply to various models of aircraft and PFD combinations.

• Paperwork templates including contracts, wiring schematics, FAA compliance, consul- tation, material certs and FAA approval for installation.

• The rest is completed in part or all by the installer.

For all customers including independent mechanics:

ARC can provide all of the above with the addition of a powder coated panel plate, com-plete with laser engraved placards. The panel can be completed in advance by ARC and shipped to the installer complete. This is a popular option for shops that are unfamiliar or lack the required equipment to perform wiring, placard engraving, powder coating, laser cutting, etc.

For example, Avionics Pre-Installation

ARC can provide all of the above plus complete a “pre installation” of Dynon and Avidyne units into the panel and ship the assembly configured. ARC has pre-planned panels complete with avionics. This simpli-fies a full panel upgrade to basic electrical and sheet metal work and allows the me-chanic to focus on other aspects of the aircraft. The frame is shipped first, allowing the installer time to complete the modifications, and simply drop in the fully functioning avionics, pre-mounted in the panel plate. Recommended installation facilities, installation instructions and more informa- tion are listed on our website:

Please read and fully understand the installation instructions prior to beginning work. All work must be performed per AC43.13.

All components must be inspected prior to installation.

See 172 supplement for 172 installations. Purpose:

The NextGen panel by ARC offers clients the opportunity for a simple and guaranteed avionics upgrade. The old panel is completely removed and a new FAA approved frame and custom plate is installed.

Time:

The NextGen panel should take one week or less to install. Here is an hourly breakdown for the modification only:

Remove aircraft windshield 6 hrs

Remove existing panel, avionics, inventory. 12 hours

Install new panel frame 8 hours

Re-install windshield 4 hours (Additional time required for fitting a new replacement)

This is not-inclusive of cleaning or other work that the removal of the original panel frame allows access to.

Useful Tools for Embodiments:

Additional Components

Recommended but not supplied in a first kit. You may already have these components. This is what can be used for in-house installations embodiments.

Parts Definitions

Embodiments: Prep

Disconnect battery, remove aircraft windshield, all avionics, all electrical wiring forward of the instrument panel, glare-shield, engine controls, firewall blanket, etc.

*Label wiring at the doorpost that has been disconnected if intended to be re-connected.

Read ARC-101 -PANEL-PUB prior to fabrication.

Prepare the panel plate with all avionics installed and bench tested prior to installation per manufacturers applicable instructions. Planning and fabricating the main panel plate (Section A)

Considerations:

•T yoke vs U yoke? A U yoke was used on later model aircraft and allows for more available center stack. The NextGen panel(TM) system, method, apparatus, kit, method of manufacturing, and assembly intentionally does not modify the aircraft control system.

• For example, if you have a “T” you have plenty of room for radios. With the evolution of avionics, many units are remote mounted. Regardless the center stack should always have the audio panel at the top of the avionics stack.

•For example, the top 1” of panel has a depth restriction of 9” plus additional room For this reason it is reserved for the audio panel. The standby ADI can also occupy this space.

•e.g., the next 5” are a full depth of a maximum 17” to the firewall for aircraft with the “T” control. This gives approximately 1” of clearance to the top of the control T arc swing. For example, the Aerocruse 100 Autopilot must be installed in this area.

•e.g., Below this is a restricted zone of no greater than 5” of total depth. All Dynon radio heads and the GFC500 autopilot are OK in this area.

•e.g., all radio openings should be on the aircraft centerline, 6.33” wide. This allows for powder coating tolerance.

•e.g., 6061 -T6 plate .125” thick should be used for the panel plate, powder coated or anodized for corrosion protection.

•2024T3 .075” angle should be used for mounting all radios with countersunk #3 rivets spaced at 2” or less and proper >1 ,5D edge margin. (This does not apply to certain Dynon installations where the avionics tray is incorporated into the ARC radio mounting provision.)

Refer to the guidance and approved engineering provided by the following FAA documents, for example,:

• AC 23.1311 -1 C - Installation of Electronic Display in Part 23 Airplanes

• AC 43.13-1 B Acceptable Methods, Techniques, and Practices - Aircraft Inspection

AC 43.13-2B Acceptable Methods, Techniques, and Practices - Aircraft Alterations Examples of space utilization are as follows:

Dy non:

1 . Avidyne AMX240

2. Avidyne IFD 440

3. Aerocruse 100 Flat Pack

4. Dynon SV-Com and SV-Knob

5. .1” extra buffer

Total: 5.685” (0 in cautionary zone)

Garmin:

1. GTN750Xi with GMA245R Remote Audio panel

2. GFC 500 Autopilot

3. .1” extra buffer

Total: 6” (0” in cautionary zone)

Remote mounted Com2 and Transponder

Or:

1. GMA245 Audio panel

2. GNC355 GPS/ NAV COMM 1

3. GNC 255 NAV/ COMM 2

4. GTX 345 TRANSPONDER

5. GFC 500 Autopilot

6. .1” extra buffer

Total: 6.65 (.65 in cautionary zone)

For aircraft with a U configuration, up to 14” of center stack is available. It is advisable to measure and use caution if attempting to exceed the existing total center stack dimensions, for example.

Example Standby ADI location:

According to the AC 23.1311 -1 C, standby instruments shall be placed “as close as practicable” to the PFI. This translates into locating the standby display close to the primary display in a position that will cause the least amount of pilot fatigue during use. Garmin stipulates that the standby ADI be located within 2” of the PFD.

Example Clearance requirements:

For aircraft with the T configuration the ADI may be located 5.31” from the aircraft centerline to the centerline of the unit. This will miss the radio support angles and T centerline. Garmin G5 or other similar units shallower than 5” must be greater than 8.57” from the panel top. Deeper draft units such as the Garmin GI275 and Dynon D10A units must be 9.57” from the top at minimum.

Other example considerations:

•e.g., Mount other equipment in corners or clustered to leave open area for required placards.

•e.g., Log equipment •e.g., Discard original yoke pass through bushings and replace with Cessna part number

2460038-1 (vertical orientation only)

Use the example above and checklist to fabricate the panel:

Embodiment: Fabricating the circuit breaker panel

The left portion of panel is removable and customizable based on the aircraft configuration, for example.

•For example, 6061 -T6 should be used for fabrication and anodized for corrosion protection.

•For example, 7277 series breakers should be used based on supplied templates.

•For example, 7277-2 breakers have a short push button.

•For example, 7277-5 breakers are identical to the -2 but feature a longer button, this is required for lighted panel overlays.

•For example, Landing gear selection may fit in this location.

Embodiment: Fabricating section C

Depending on the aircraft cowl flap or other configuration, a cover plate will be fabricated for section C.

•e.g., Fabricate cowl flap plate from .075 304 Stainless Steel. Paint or powder coat for corrosion protection and achieve >.080 thickness. Secure with screws and

MS21 042-06 nuts. Install original cowl flap bracket and lever, or PMA’d replacement push-pull control.

•e.g., Blanking plate may be fabricated from .080 6061 T6, anodized and riveted in location. Embodiment: Panel Frame Removal:

The panel plate will be custom fabricated as required for the aircraft and avionics combination. Refer to ARC document for guidance.

Embodiment: Prior to removing the old panel frame:

•E.g., measure vertical distance from forward gearbox rivet line on the floor to the center of the yoke shaft, and spread between the yokes. This will determine the panel plate features.

•e.g. Determine the planned avionics upgrade by consulting with ARC or your preferred avionics installer. Measure and note the total existing center stack height, and additional room below if applicable. Center stack, Clearance below to control. For example, we can assume the new radios will easily fit if the total stack is shorter than the existing stack. If the new radios exceed the existing height, you will need to calculate the available area. ARC has several examples of configurations that are verified to work.

•e.g., Take photos of the original panel area before, during and after removal. •e.g., Remove the old avionics, controls, and anything that will be discarded.

Log an inventory and total weight of these items to remove them from the equipment list.

•E.g., Inventory new placards required by the TCDS and additional STC’s. Be sure to check for required placards on the new avionics equipment being added.

•e.g., Existing placards may not be applicable to the new equipment. Do not use them as a basis for the new placard list.

•e.g., Remove the aircraft windshield.

•e.g., Remove the existing panel frame by drilling out the rivets securing it to the panel support, and top skin.

Embodiment: Pre-Installation (modification)

1 . e.g., Mark the bend radius of the windshield inner retainer. Measure 2” inward from this and mark with a sharpie.

If you have an older model with a separate retainer, measure 2” inward from the inside of the retainer. It will need to be removed to drive the rivets. See image: Panel cut 1 and 2. Cut the top skin along the sharpie line. This may cut through the defroster area- this is normal. This is a rough cut and it will be cleaned up later for the transition skin installation.

2. e.g., Remove the OEM instrument panel by drilling out the #30 rivets in the top, along the outside, remove yoke braces from the firewall.

See image Panel Cut 3. Weigh this panel and equipment.

3. e.g., Measure and locate a pilot hole reference, and MARK them on the new panel frame flanges with a pen.

4. e.g., Insert the new frame into the aircraft cavity. The panel needs to enter through the front, be rotated flat, then slide upward into position.

5. e.g., Align marked hole with its match on the airframe. C-Clamp in place. DO NOT DRILL.

6. e.g., Verify the position of the frame using the top of the frame as a reference point. Ce Use a C Clamp to clamp it to the upright mounting points. Match-drill mounting holes. Upsize these to #10 once position is verified.

7. e.g., Match-drill the the transition skin to the panel frame center section. Clecoe in place.

With a #30 drill, begin back-drilling the transition skin to the cut windshield flange, starting in the center and evenly working your way to the outside. Stop when the skin begins to curve inward sharply towards the frame. Pay careful attention to the nut-plate locations in the top of the panel frame for the glare-shield. Embodiment: Final Installation

1 .e.g., Install the panel frame into the aircraft using or An3-5A bolts, AN960-3 washers (as required) and MS21042-3 nuts to attach the panel flanges to the existing internal structure.

2. e.g., Install the transition skin between the panel and existing airframe with AN426AD-4-3 and AN426AD-4-5 rivets.

3. e.g., Fit the glare-shield at this time, match drill holes and trim edges to conform to the interior panels. Use 6-32 countersunk screws and washers to install the glare shield.

Note: The back of the glare shield should be even with the frame structure. Wrap the glare shield in leather, burn cert required.

4. e.g., Fillet seal edge seam of new transition skin with CHEMSEAL B2 TANK SEALANT CS3204 or equivalent. Install OEM defroster plenum(s).

5. e.g., Glue leather or fabric of choice onto the transition skin and windshield retainer area prior to installing the windshield and glare- shield. Install the vent plate to the transition skin over selected covering.

6. e.g., Install the windshield or a replacement windshield per normal techniques or STC instructions.

7. e.g., Install the copilot glove box. Each glovebox contains the provisions for 1 USB port which allows cables to be stowed neatly.

Along the lower frame there are 5 screws. 2 and 4 protruding down to attach the glove box to the frame, These screws also facilitate the mounting of any trim under the panel. 1 ,3, and 5 going upwards from the bottom to secure the glovebox hinge.

8. e.g., the pilot glovebox is installed in the same manner with the center screw going down and outer two going up.

9. e.g., Lift the panel into the aircraft and install the hex head screws. This concludes the structural aspect of the panel installation.

10. e.g., Verify control movement is free and clear. Adjust rigging if necessary per applicable Cessna service manual.

11 . e.g., Complete avionics and systems installation per applicable instructions. Verify clearance of controls and proper operation. DO NOT PROCEED if any binding or obstruction of controls occurs. Contact ARC immediately for support.

12. e.g., File all paperwork: FAAform 337, do NOT sign block 3. 8110-3 form (signature page only attached to 337) Please view sample PDF of this paperwork. Submit to Oklahoma city. Disregard for foreign registered aircraft.

13. e.g..Complete aircraft log books.

14. e.g..Complete new weight and balance.

Embodiment: Calculating Weight and Balance:

Weigh old panel and equipment. Measure from panel CG “X” which will be the approximate center of removed equipment. Deduct from previous weight and balance. Station 17 is the panel face, NOT the CG of the equipment. EX: If the radios are 12” deep, the panel CG will be approximately -5” to 6”. 17”-5.5” = +11.5”

Example: 80LBS removed at Arm 11.5”

Embodiment: New Weight and Balance

Weigh new panel and equipment. New panel should be equal to or less than the removed avionics, or the total maximum factory equipment. In many cases the weight is reduced by 30-50LBS. X will be defined as the new panel CG. EX: If the equipment is 8” deep, the panel CG will be approximately -3” to 4”. 17”-3.5”= 13.5”.

Example: 40LBS added at Arm 11.5”

Note: It may be easier and more accurate to re-weigh the entire aircraft at this time to reflect overall aircraft changes associated with autopilots and other modifications performed simultaneously during installation of the NextGen Panel (TM) System and method, assembly kit apparatus and method of manufacturing..