I understand Brent Regan's comments, and why he believes in them.  I would
also agree that, if money is no object, the Chelton system is probably the
best around for our aircraft.  However that is not the real world for most
people, including me.  For a 360, the Chelton system is way over my budget.

After I had looked at the options, I elected to buy the Blue Mountain system
for a number of reasons.  I went to their facility and spent the best part
of a day with Malcolm Thompson reviewing what they have done.  Their
equipment appears well designed and constructed (and I work for a military
avionics company).  It has been flying in a wide variety of aircraft without
any major failures coming to light.  Since I believe that their production
rate may be comparable to Chelton's, this is not an insignificant factor.
Their system is solid state and offers a number of key safety features,
including forward projection of topographical elevation data, automatic
warning of engine parameters exceeding limits, and automatic radio frequency
selection (with the right radio).  These reduce cockpit workload and help
avoid CFIT.  I agree though that the question of their system's reliability
needs to be answered.

I was also influenced by Kirk Hammersmith's original written recommendation,
and by speaking to him subsequently.  Lest we forget, his original statement
included the following:

 "Chief Pilot Peter Stiles and Greg Richter took off in the
company IV to put the EFIS/One through the paces. After they returned,
Peter walked into my office to report the test flight. "I couldn't fail
the system," Peter tells me. I questioned him further about the test
and couldn't believe my ears. The Blue Mountain EFIS/One performed
flawlessly.

Additional testing and refinements to the Blue Mountain system will be
done between now and Sun N Fun. The BMA group dove in head first,
identified problems, and demonstrated incredible support in resolving
those issues. Based on the testing standards we put these guys through,
the accuracy of their system and their level of support, we will be
offering the BMA EFIS/One to our customers."

Kirk, I am not sure why you now believe that, "If ANYONE flying a Lancair
which includes the BMA or any other EFIS has any IFR experience to share, I
think it would be a valuable contribution to this list."  We know that the
system will work in IMC, your own earlier statement shows that; the key
issue is whether it is going to be reliable in long term service compared to
the alternatives.

My alternative to the Blue Mountain system was not Chelton's very expensive
and capable unit, it was conventional instruments.  Frankly I would rather
put my trust in the BMA system than a vacuum driven AI, which has known
errors and a demonstrated low level of reliability.  Having said that, I
would not want to fly any EFIS system in IMC without a back up, and that
includes Chelton's.  I am fitting a conventional standby set of instruments,
including ASI, altimeter, compass and an electrical AI driven by an
alternative electrical source.  Any good pilot's instrument scan should
include regular cross checks against an alternative attitude source in hard
IMC.  As it will be a while before I get an instrument rating again, I will
build up experience and confidence in the system over a longish period in
VMC first.

By the way  if you train for IMC on the Pathway-in-the-Sky symbology, will
you not then have difficulty flying any other airplane with conventional
instruments in IMC?

Jerry Fisher