Search results

Damn right, in about half a heartbeat.

To close the circle on this for Dynon Support - I was able to diagnose a double failure, both a potentiometer problem in the trim servo and a bad wire crimp at the EMS for the 5V power to the potentiometer. I needed to know what the pullup resistance was to make sense of the readings I was...

(sigh)... I guess the impedance of your EMS voltage inputs is a state secret or something, since I've clearly stated my question twice and you've still not answered it.

Your instruction in the manual were actually just fine, and I have it installed as it needs to be. The problem I'm seeing is that I am getting erratic readings on the Skyview trim widget from the potentiometer wiper. They wiper voltage does indeed vary as it should, but it has about 11k-ohm of...

I'm trying to diagnose a problem I'm having with my elevator trim position indicator, I'm using a Ray Allen servo and feeding +5 volts and ground to the potentiometer on the servo, and returning the wiper signal back to the EMS. I've pulled the servo apart and confirmed that it's working...

I had the same results yesterday that KRW5927 did above - everything auto-updated to my USB except the VFR sectionals. This is certainly a problem that SA is aware of, and has so far responded inadequately.

I'm having a bit of trouble adding a sensor (the AFR example listed above, in this case) to my file. I'm opening the SFG file in Excel, and Excel shows the indented sections of the code to be in the next column, and I'm following that for the added sensor and saving it back in the native format...

Is there a max airspeed value that the system is trying to protect by pulling up, like it's thinking you are exceeding Vne?

With the calibration routine though, would that automatically induce the polarity change for the pressure gradient as you calibrate the system? Or is it locked in to a positive pressure gradient only?

Ok, so if I understand this correctly, I would need to calibrate for 100LL, export that file and edit it to delete everything but the fuel cal data, and then recalibrate for Mogas, export and edit that as well - then when I want to switch back and forth between them I would simply import that...

Dynon - I've got capacitive senders in my fuel tanks, which have a different response to 100LL versus Mogas and would require recalibration when switching fuels. Is it possible to have a calibration in "standby", maybe as a different file residing on my USB stick, that I could load when I change...

Mine will come out of the airplane this afternoon and be headed back to Dynon tomorrow, I sure hope this solves the problem!

Dynon - resurrecting an old thread here - I have an EMS box I purchased from you right at the end of 2012, and the airplane is just about buttoned up for inspection and first flight now. I did a comms check yesterday and my EMS showed large spikes in EGT/CHT indications when transmitting on the...

Dynon's autopilot will not couple to an ILS or GPS approach unless it comes from a certified receiver. It will certainly couple to a non-certified receiver for enroute horizontal guidance, but will not give vertical guidance which is required for an ILS/GPS approach. Vertical guidance coupled to...

I guess it would be nice, but since Skyview is not a certified navigator it can't be used to couple the autopilot onto an ILS received through that NAV radio, which (IMHO) is a major issue. With GPS nav there is really no longer a major need for VOR nav via the receiver and ILS becomes it's...

If you have to ask... ;D ;D

I didn't specifically track my hours on the panel wiring itself, but I would estimate 100-120 hours is what I have in my flight instrument wiring, and I built all my own cables except for the Ethernet connection. I've got dual 10" Skyviews with all the goodies plus a 430W. Agreed - but the...

I just went and found the download folder on my C: drive (under AppData/Roaming in my case) and deleted the entire "Seattle Avionics" folder after uninstalling the database manager and formatting the memory card. From there, a completely fresh install and download worked fine.

The clock resets on GPS acquisition based on signal timestamp, doesn't it? So no need for the keep-alive on the clock...

Legal IFR existed before GPS, remember.... A certified GPS is needed if you intend to use a GPS IFR approach, or to feed the navigational guidance to an autopilot. If you are using a non-certified GPS you cannot legally fly the IFR GPS approach but the other approaches are still available to...