I got this email yesterday. Doesn't seem to be getting the hype I'd expect.
Only the 172 for now but the STC covers Primary flight instruments as well as primary engine instruments, ADSB, Autopilot...the works.
And is IFR approved as well.

I'm so glad I havent bought anything for the panel just yet. This might cause me to re-think everything.
Going to check into getting a field approval in a 170 using the 172's STC as basis.

http://www.dynonavionics.com/certified/

DYNON CERTIFIED UPDATE
SkyView HDX is now STC Approved!
We're excited to share that we've just received our first Supplemental Type Certificate (STC) for our flagship SkyView HDX system. The STC’s Approved Model List (AML), which initially covers many Cessna 172 models, ushers in a new era of truly affordable, safety-enhancing integrated avionics systems for type certificated aircraft.

The initial STC is for the installation of a full suite of Dynon avionics, allowing pilots to remove the vast majority of their legacy instrumentation, including their vacuum pump. The SkyView HDX system provides complete primary flight instrumentation, including synthetic vision and angle of attack, and complete engine monitoring with CHTs, EGTs, fuel flow, fuel computer, and lean assist. Also approved is Dynon’s fully-integrated two axis autopilot, which features IFR approach capability when SkyView is integrated with a compatible navigator. The approved installation also includes a Mode S Transponder with 2020-compliant ADS-B Out, Navigation and Mapping with Flight Planning ADS-B Traffic and Weather display, and Electronic Flight Bag features. Backup primary flight instruments are provided by a Dynon EFIS-D10A.

Approved Model List

The initial Approved Model List (AML) covers Cessna 172F, 172G, 172H, 172I, 172K, 172L, 172M, 172N, 172P, 172Q, 172R, and 172S models. Approval does not restrict the operational use of the aircraft, and allows for flight in both IFR and VFR. Dynon will be seeking additional approvals for both single and twin-engine aircraft in the coming months.

I made sure I let them know that I'm interested as a Maule guy, too. Ask and hopefully receive!

Bagarre wrote:I got this email yesterday. Doesn't seem to be getting the hype I'd expect.
Only the 172 for now but the STC covers Primary flight instruments as well as primary engine instruments, ADSB, Autopilot...the works.
And is IFR approved as well.

I'm so glad I havent bought anything for the panel just yet. This might cause me to re-think everything.
Going to check into getting a field approval in a 170 using the 172's STC as basis.

http://www.dynonavionics.com/certified/

So.... if you are able to get the 337 field approval, does that mean you still have to buy the STC? I'm guessing so, because you would have to install it in accordance to the STC, and the feds are going to want to see that.

As for costs, it looks like $5700 for the 7" Skyview HDX, a SV-ADAHRS-200 module, and a SV-EMS-220 engine monitoring module. Add another $2k for the STC and that's a $7700 panel without radios or backups, but not super terrible, but not cheap either.

I think for the money, it might make more sense to just put a garmin g5 in the airplane. That does remove vacuum pumps, is around $2k and comes with the STC.

IFR approved for primary and autopilot, but not for navigation. You do need an IFR GPS of your choosing to drive it.

I am so conflicted on this. The HDX was my plan, but 182 AML sounds like it's as much as a year out and I'd install an IFR GPS either way. I might just go with the modular, separate equipment approach at this point. It does mean an iPad is all but required to get a big-screen view of things, but that'd be there either way.

Akschu: It's more than $7500. At minimum you will need one screen plus a D10A backup, as well as supporting gear. You need AHRS, GPS receiver, engine monitoring, etc. I ballparked $11k for basic HDX panel hardware without the STC papers, $20k if I included more redundancy, autopilot, etc.

Now, installing a GNS/GTN with Flight Stream, G5's with AP, GTX345R transponder, and so on is not a cheap proposition either. Cost-wise it's all within a couple grand of each other assuming a more or less total panel replacement; however if you use something like a GTN as the centerpiece, that's really it. With the Dynon you may still need to add the radio if you want IFR.

There are definitely pros and cons to both setups, and in my selection experience thus far it looks like a very subjective, personal, almost religious decision on what you want and how you fly. Dynon is mostly one tight system, though it does have some 3rd party integration limitations, and requires a totally new panel with only a few shops who can deal with that. Modular means more complexity and potential for things working weird, but gives better freedom in what you do install and where you get it done -- meaning local guys who can help you long term. In my own case I think the engine install now is going to force my hand, which is OK I suppose since my pre-HDX-awareness plan was always the modular approach anyway.

akschu wrote:
So.... if you are able to get the 337 field approval, does that mean you still have to buy the STC? I'm guessing so, because you would have to install it in accordance to the STC, and the feds are going to want to see that.

As for costs, it looks like $5700 for the 7" Skyview HDX, a SV-ADAHRS-200 module, and a SV-EMS-220 engine monitoring module. Add another $2k for the STC and that's a $7700 panel without radios or backups, but not super terrible, but not cheap either.

I think for the money, it might make more sense to just put a garmin g5 in the airplane. That does remove vacuum pumps, is around $2k and comes with the STC.

In order to use the STC, you'd need to buy a copy.

I don't think the HDX vs G5 is a fair comparison. Yes, the G5 is cheaper but it only replaces your Artificial Horizon while the HDX replaces all your primary flight and engine instruments. A better comparison would be the HDX to the G1000.

oh sure, but for a light VFR airplane looking to ditch a bunch of weight, the G5 might make more sense since you can get rid of the heavy stuff, and the entire unit is only a little more than the STC. If you want the whole smash, for sure the Dynon is better. I have an advanced flight systems for my (not yet flying) experimental. It's pretty cool.

I doubt I'll ever be buying one,
but It's a quantum leap forward for us certificated guy to have Dynon get this approved for a 172.
Other airplanes will follow on the AML as demand grows.