Instrument Panels, Posts w/ Pics

This is my new-to-me ‘98 160hp 7ECA, very happy with how the previous owner set things up. Do still want to add an engine monitor next time we have everything apart for annual (probably an EI CGR-30P).IMG_7790.webp

For those who have switched to the vernier mixture control, was that an ACA kit or just the sole part from MacFarlane?
 
My 7EC, although intercom and altimeter has since been replaced, Airspeed will be next and get actual range markings. Used to have a localizer I removed from the area below the transponder.
 

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Quick update on my panel upgrade. I'm leaving on a 10-day work trip and it should be almost done by the time I get back. Looking forward to flying it soon!

Already installed:
- Garmin G5
- Garmin Aera 660 in dock (You can push frequencies from the Aera 660 to the Trig TY-91 Comm radio!)
- Garmin GTX-327 Transponder
- Pilot's air vent
- Round dial A/S, ALT, T/C & V/S (I want to keep all of these round dials. When I'm teaching, I tend to put a Post-It over the G-5 tapes)
- Remote - GDL-50R for ADSB-In
- uAvionix skyBeacon for ADSB-Out
- Garmin GMU-11 Magnatometer
- Garmin GTP-59 OAT Temp probe
- Garmin GAD-13 Interface is added to the CAN bus for an existing single G5 installation and enables the display of Outside Air Temperature (OAT), True Airspeed (TAS) and Density Altitude on the G5.

Additions/Changes include:
- Adding Garmin GI-275 EIS with GEA-24 EIS Adapter Module
- Adding ACK 406 Mhz ELT
- Adding Trig TY-91 VHF Radio
- Adding a second Trig TY-90 Control head for the back seat in order to be able to operate the radio.
- Adding CiES digital fuel senders in lieu of the Rochester float gauges
- Adding American Champion storage cubby for phone/etc
- Keeping G Meter and moving to right side

Cheers,

Jeff

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Bartman said:
just found the factory page for their panel upgrades, interesting that they're all glass

https://www.americanchampionaircraft.com/instrument-panels
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But why?

I’d toss in two GI275s, one a attitude (more like PFD) one engine instruments basic radio, anything else required by FARs, and more or less call it a day

Most of the the fun of the champ/citabria is looking out the window, it’s not really a IFR ship
 
Most of the the fun of the champ/citabria is looking out the window, it’s not really a IFR ship
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My original panel was the old “tall boy”, taller than Frankenstein’s forehead (previous owners were airline pilots and liked lots of dials). I replaced it with the lowest panel ACA makes, including the updated lower rim. Not IFR, but good enough to climb or descend through a layer. I fly for the view.
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Nuchatlitz said:
My original panel was the old “tall boy”, taller than Frankenstein’s forehead (previous owners were airline pilots and liked lots of dials). I replaced it with the lowest panel ACA makes, including the updated lower rim. Not IFR, but good enough to climb or descend through a layer. I fly for the view.
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what the weight difference on the old vs new panel?I've flown citabrias with the lower style panel..I'm looking at a 7GC with the tall panel. Curious if it blocks much of the view at all
 
We currently have a one-off carbon fiber instrument panel that we would like to replace with a newer style standard ACA panel. I know nothing about the process, but what will it take?

One A&P wondered if the windshield needs to come out. I’ve also seen mention of needing to weld something. What might this be? This is for a 7KCAB with the header tank under the panel, if that matters.

We have all the pieces - the panel, the glare shield, and the lower piece that the starter, heat, and mixture mount to.

Current panel:

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What we want:

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Doesn't look much higher than your original. To accommodate your larger instruments you need only 7/8".

Mine has that double row plus a row of engine instruments beneath, for a minimum of 3" higher than your original.

The glare shield is mostly held with screws along the top of the panel, and it slips down along the windshield. I did add some angle aluminum, providing for a pair of PK screws about 3" forward of the panel.
 
I thought about back there, but unfortunately, tthat’s where my battery is and I’m not sure if there would be any interference.
 
Different animal, but on my 185 and also lots other planes they are often put in the wing

just make sure it’s not by a strobe power supply or something like that
 
That is where I’m thinking I’m going to put it unfortunately I don’t have the removable tips, but I do not have strobes, only a beacon so that should reduce the interference hopefully to nothing. I’ll have to find somewhere to mount it and manufacture a mount at my machine shop.
 
sekwork said:
That is where I’m thinking I’m going to put it unfortunately I don’t have the removable tips, but I do not have strobes, only a beacon so that should reduce the interference hopefully to nothing. I’ll have to find somewhere to mount it and manufacture a mount at my machine shop.
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Can it be serviced through a wing inspection port?

Honestly if this thing isn’t going to be a hard core IMC bird you’d probably still be fine in the rear of the fuselage, that would be the easier option

I’d prob ask the manufacture of the ADHRS
 
The previous owner installed the G5 in mine, and opted to just go without the GMU, so mine displays track instead of heading (which from a VFR standpoint is perfectly fine, I care more about where I’m headed than where my nose is pointed). You can always add it later if you decide you can’t live without heading numbers displayed.
 
FlyingScot, opted to skip the GMU in my G5 install too. Just cannot see any benefit or purpose for VFR, never had an issue with radar vectors either. I’d be even happier to work in just true track instead of magnetic, any way to make the G5 do that? PS-ACE-23-08 suggests we may finally be moving on from the magnetized needle bobbing on a cork, baby steps forward.

Canada is doing the same https://www.navcanada.ca/en/news/blog/switching-to-true-pulling-away-from-magnetic-north.aspx#:~:
 
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JackC said:
Can it be serviced through a wing inspection port?

Honestly if this thing isn’t going to be a hard core IMC bird you’d probably still be fine in the rear of the fuselage, that would be the easier option

I’d prob ask the manufacture of the ADHRS
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U r prob right.
 
Nuchatlitz said:
FlyingScot, opted to skip the GMU in my G5 install too. Just cannot see any benefit or purpose for VFR, never had an issue with radar vectors either. I’d be even happier to work in just true track instead of magnetic, any way to make the G5 do that? PS-ACE-23-08 suggests we may finally be moving on from the magnetized needle bobbing on a cork, baby steps forward.

Canada is doing the same https://www.navcanada.ca/en/news/blog/switching-to-true-pulling-away-from-magnetic-north.aspx#:~:
Click to expand...

If it’s windy and they give you a heading, flying track could start to be a problem
 
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