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 Name: Vic SyracuseProfession: Technology Executive Pilot since: 1977 Aircraft: RV-10 Home base: Mallard's Landing (GA04) Aircraft use: Pleasure/Business The 9th RV-10 finished is flying with Chelton EFIS. Vic Syracuse has been building kit planes since 1982. This list includes an RV-4, an RV-6, two KitFoxes and a Prescott Pusher (sp?). The RV-10 is a fast, powerful, with four seats and more capability, so Vic was looking for the best avionics available to compliment the plane: "I saw the Chelton system in Sport Aviation, and was comparing the various glass systems available. But when you really look at it, there's no comparison. The other EFIS products appear to be just digital representations of the old gauges. With the Chelton screens, all the information is right in front of you. You are not looking at other places on the panel to correlate information."  "After I settled on the Chelton, I really built the plane around the avionics." Vic said. "I got software capable of designing a full size panel and went through about 14 versions until I was happy. I tested printouts with a chair in front of the panel on a wall, and have to say, I'm really happy with what I came up with. I made the panel larger, so I could stack the screens. You may see some RVs with the screens side by side, but I like them stacked."It took Vic 14 months to finish the plane: "I ordered the EFIS package at Oshkosh 2004, and started installing around October. After a few delays with the sensor delivery and upgrades, it was finished in late July, 2005. I also integrated WSI weather, which is great. Having the weather display VFR through low IFR is amazing, it takes the stress out. I have to say out of all the choices, the WSI and the Chelton is the best marriage. The airports are color coded, and it brings up the airport wind and altimeter setting. All the TFRs show, in fact, we had a local one that showed up on the screen, which was very informative. I also have Stormscope, which overlays the nexrad quite accurately. Engine monitoring is integrated with the Grand rapids unit. It's working ok, and I would definitely recommend using the remote screen slot switch. On takeoff, I can see the engine monitoring until xx altitude, when I switch back to the map. Traffic I have displayed on the Garmin." "I have since put about 128 hours on it. We recently took a shakedown flight from Atlanta to Seattle and back, taking the southern route there over El Paso, the Grand Canyon and San Fransisco, then up to Seattle. This plane is like a Cirrus, with a 5 hour range at 180 knts. That's about 800 or 900 miles. We'd fly 3-4 hours in the morning, and then stay the rest of the day to explore, with some sightseeing from the air too. Part of the reason I bought this EFIS, is because I fly IFR. I flew IFR plans all the way across the country. We had a couple of low visibility departures, in an unfamiliar area, and when you get look at the screen, the runway is right there. When you look out, it is exactly what you expect. It's true synthetic vision, and I like the level of comfort that brings. The view out the window matches the screens. You don't realize it until you fly it, how impressive it really is. "As far as other features, I use the flight planning, that was pretty easy to learn. I found it easier to use than Garmin. The CNX 80 is very complicated compared to the Chelton, and there's even more buttons on the Garmin 1000. I use the Victor airways a lot, they really make flight planning easy. You get a clearance on an airway, and you can input it quickly and Chelton asks you for the final point. I'm glad the STARs are all stored as well. The Skyway boxes are useful, especially on vectors to final, you can actually see the representation of the final approach course, and that adds to the comfort factor. This is just a different kind of instrument flying, it makes it easier and there is much less chance of spatial disorientation. It must make it easier for Flight Instructors to teach instrument flight too." "One of the map features, the climb and descent arc predictor, is very slick. You are able to use it to intersect an altitude. When we came across to Vale, we adjusted the arc to descend exactly into the pattern at the attitude. I appreciate having the deadstick glide area too, especially during the test flights. It shows your deadstick glide area, including terrain and winds. It's interesting to note that in case of engine failure, you are taught to go to the nearest airport. In some cases it's not the best choice. The deadslick glide area gives you information when you need it most. If other pilots ask about the system, Vic notes that there really is no competitor with the features and the reliability: "There's just no other system to put in. It may push you on the expense side, but I've never had a second thought on the investment. You go look at all the new airplanes, the Cessnas, the Mooneys, the Pipers… there is no way I would want those avionics. If I were to get a factory airplane, I would put a Chelton in it. Vic used some time during the building process to train with the system first: "Make sure you get some training on the ground, before you take off. Then fly in VFR, while you get used to it. Make certain you understand it, and you'll be able to find your way around the menus quickly." |
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 Name: Heinz Peier Profession: Self Employed Pilot since: 1975 Aircraft: L30 ZO-SP, RF 10, SR 22, E500 Home base: 7FL6 Use: Personal, Business, SportHeinz Peier, owner and pilot of the 2004 Oshkosh “Best L39” and Silver Award (for outstanding workmanship and restoration), explained why he installed a Chelton system in his L39. “I first saw the Chelton system at EAA AirVenture, Oshkosh in 1999.” He had been researching EFIS packages, and had never seen anything like it. “Anyone who is familiar with Proline, King, Honeywell and the rest, can see that for General Aviation, Chelton is a complete package with the most features for the price.” The demo Heinz saw at Oshkosh convinced him that this was the best system on the market. He planned to completely refurbish an L39, starting from an empty shell. He put in all new wiring and built two new panels, with a two-screen Chelton system in the front and a single screen in the back. For redundancy, Heinz also included some back up instruments, such as electric horizon, a Garmin 430, 327, SL 40 and a standby airspeed indicator.  Heinz purchased and installed all the avionics himself, with assistance from the Chelton technical support team. “They are a great bunch of people to work with. We had a few issues that had to be worked out. For example, the sensors each needed adjustments to the L39 engine. I started with the Watson AHRS, but it turned out the L39 needed the capabilities of the Crossbow AHRS.” Heinz also has a custom-built TrueTrak autopilot, and is really impressed with it. “I started with a basic autopilot, without trim control. I manually trim, but have heard there is now an update to allow automatic retrim. I plan to get that soon.” The first flight was on December 9, 2003. “I had a chase plane to keep an eye on me,” said Heinz. “The first fifteen minutes, I had sort of sensory overload. There were so many things to look at. I finally just focused on the Chelton PFD for all basic flight information: airspeed, altitude and heading. Once I was more comfortable, I started looking at the map.” After flying since December, Heinz says his favorite features are probably the flight management capabilities. “Having all flight management on one screen is convenient. Having all the data from all the maps, charts and books at your fingertips is irreplaceable. I am looking forward to loading the new 5.0 software with airways included, which will make unscheduled in-flight changes much easier.” Heinz also commented that the best kind of situational awareness is only there when you need it. “For example, the terrain features disappear when you don’t need them, the colors change from threatening red to brown. The Chelton system warns me only when I need it. I like the way it’s done.” Heinz says the L39 is quite a responsive plane, and is famous for its stability. “This airframe is quite often used for upset and recovery training.” He is happy to take other pilots up. “The L39 has full controls in the back seat for training. Most experienced pilots I’ve taken up can get familiar with the system quickly. They understand what they are looking at, and mainly want to know ‘how’ to accomplish certain settings. When other pilots ask about the system, I tell them it is truly the best I have seen on comprehensive Flight Management in the price category.” |
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Sometimes even a professional like Bill Elliott gets tired of driving, with all the noise, traffic, tight corners and yellow flags. Bill has the perfect way to relax and escape all the hassle, his Lancair IVP propjet. Used to high performance in the clinch, Bill picked the highest performance single engine aircraft to date. With this kind of speed and power, Bill made sure he had an avionics system that could keep up: the Chelton Sierra SV Pro EFIS system. "The Chelton EFIS is the gold standard for primary flight displays," Bill said. "There’s nothing else like it in the experimental market."
Bill also flies certified aircraft. To get to work and back home after a long day, Bill has a Citation CJ2. He is keeping an eye on the first install of a Citation 501, projected to be finished the first week of June 2004. When Chelton gets an STC for a Citation CJ2, Bill may just be the first across the line again, something he specializes in. To find Bill’s results and next race please visit: 
