Search results

That goes without saying. There are no segregated grounds in this system

As I recall, your suggested scheme is what is called out in the installation manual for certified systems. PFD on Main, or essential bus and the MFD on the avionics bus.

lavallejd New Member JoinedDec 6, 2020Messages20Location2W6 A moment ago New Add bookmark #25 Please look at the installation manual. It provides the recommended drives. Buyer beware, some newer ones are formatted for videos and are not compatible. I believe they should be FAT32 formatted ones...

I did, at Sun N Fun. This is all in Dynon’s court, according to Jim.

CO detection is becoming a serious topic of discussion from most forums and the FAA safety team. Unfortunately for us Certified Dynon users, we can't intergrate a CO detector into our HDx panels because of the certifiecation process the FAA imposes on them. Aithre has a wonderful solution but...

I had the pleasure of talking with a Dynon rep at Sun N Fun. The Airmate ( a European company) will give you the same charts and plates as you are getting with Seattle ( for half the price) but the airport diagrams will not be as detailed and perhaps not so up to date as Seattle’s. I too have...

I have the AeroCruz100 installed with my HDX system and the wiring referenced above is correct. It’s all how you do the configuration within the 355. Mine is married up to the Avidyne IFD 540, which is the same if using the Garmin GPS. I had to play with both the Arinc 429 and serial 232 bus...

Wait, we have lightning strike information?

So are you saying that the Dynon servos are low torque as opposed to high torque used on the TruTrac system?

I agree that false hopes has been the way of this process. Hence, I went to Bendix King for an inexpensive tie over until the Dynon is certified for Cardinals. I feel the bendix king install was very easy, spot on and easy to replicate for both the FG and RG. Roll servos need to be in the right...

The display specification (Page 2-8 of Document 101320-037, Revision AL) that it was certified to DO-160 Category A (though it should be C if claiming 35,000') with an operating temperature between -30°C to +60°C. So above 140°F, display functions could fail? With the cockpit baking at 95°...

Here is a new one that I think maybe heat related. On a sunny hot afternoon in Charleston, SC, started the plane, system up and running, went through my screen generated checklists and proceeded to start my take off. After climbing out through 400 feet, went to touch the screen and no response...

Good point. And when everything goes down hill, the old whiskey compass becomes your best friend. My shop enabled the heading for the D10 but I always go back to old habits... compare everything to the wet compass. Always.

One helpful hint... handle your 440 as a true FMS and handle the Dynon as your primary display. Since Dynon isn’t IFR certified, his works well for me.

So what does the sensor value represent (0-999)? Am I thinking that this is some engineering unit representing some unknown value (voltage? illumination?) In other words, what is the sensor's output in engineering unit? I think I understand that the 100/75/50/25% values are providing some form...

I too have the same issue and leaving it in AUTO does nothing to dim them to a comfortable level. Reading the installation manual didn't help much either since the number values mean little to me without some sort of engineering unit explanation. I was able to adjust those values in a dark...

Were you able to resolve this?

Mine was done this past spring. See attached.

Interesting. The Dynon install manual said to set both to Hi, which I confirmed. Interesting that Avidyne added the format parameter without inserting that info in their install manual.

It’s all I’ll ever need