Here is how the instrument panel appeared when I first saw the plane
in March 1989. Notice the LORAN occupying most of the right side of the panel.
To make any changes to the navigation inputs, you had to reach completely across the panel to tweak the LORAN.
The HSI was a Narco DGO-10 connected to the VOR. It did not show glideslope.
This is the first major upgrade to my panel, undertaken in April 1989. I eliminated the LORAN, re-arranged the instruments so that I didn't have to reach
across the panel to tune radios, and incorporated a glideslope input from the Narco NavComm to the HSI.
This instrument panel, completed in February
1997,represents my first attempt to create true IFR capability. I installed a new suite
of BendixKing avionics, including a KT-76A transponder, KLX-135A GPS/Com, and a KLX-125 NavComm which provided me with ILS
capability, all slaved to the DGO-10 HSI. This installation was the first where I did my own wiring, instead of having it
done by an avionics shop.
I also included a Marker Beacon and multi-channel engine monitor
from Electronics International.
The Spring of 2001 saw
the end of an enormous undertaking - completing the transformation of the Long-EZ from a primarily VFR airplane to a true
IFR machine. The installation of a KLN-94 IFR GPS and Sandel SN3308 HSI, both with color moving maps, gave me true situational
awareness. Wiring the project turned out to be an enormous undertaking which I couldn't have done without the help of some
of the techs at work.
This most recent (and hopefully last) instrument panel was completed
in April 2003. It represented a switch from an automotive digital tach to a JPI
digital tach, freeing up room to move the clock from a side panel to the main panel. Additionally, I installed a JPI fuel
flow totalizer in the left side panel.
So much for the "last" upgrade. As a friend of mine says, when my instrument panel sees me coming, it quakes in fear.
In April 2005, I added a Dynon EFIS-D10A to replace my existing vacuum pump
and gyro system. It saved over 5 pounds of total aircraft weight and gave me a system that is significantly more reliable.
September 2005 - This time I have an excuse. My back
just couldn't handle the load of picking up the nose all the time, so I finally broke down and installed one of Jack Wilhelmson's
electric nose gear extension system. At the same time, I removed the G-meter (the Dynon displays G's) and snaked the manual
back-up system between the radio stack and the Sandel display.
March 2007 - I just can't leave well enough alone. Actually, I wanted to
add a fuel level indicator, since my back and neck are now too stiff to see the rear seat site gages. While I was at it, I
modified the glareshield and warning and caution light system.
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