Name: Vic Syracuse

Profession: 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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