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My replies are brought to you by morse code..... ;) ;) The guy in the video is from AA, training captain. Don't know him from a bar of soap, but a good lecture all the same.

Just thought you guys might enjoy this video, apply the Automation Dependency to this thread and my argument against the idea of a single lever system for the piston aero engine. http://www.youtube.com/watch?v=h3kREPMzMLk&noredirect=1 If nothing else it is a good educational piece of video...

Not much of a debate if you call it hijacking???? What the? I give you a bunch of reasons why I think it is not a good concept, and you have not countered anything with good engineering reasoning....you call that hijacking? Lets see some good argument for it then. I want to see it, if it can...

Jake, with utmost respect, this is under the GA discussion forum. The question was posed and asked for "Any Thoughts", I gave some thoughts, and then got accused of cyber bullying. So yeah maybe I should shut up, say nothing and nobody learns anything or benefits from a robust discussion. I am...

No and No. This is challenging the proposed concept. Simple as that. Well I can't help you then. You would need to do a bunch of research on the topic yourself and form some opinions based on scientific data. If this concept was easy, everyone would be doing it now. Look at all the Electronic...

Roger, maybe there is, but not very much more, you might be one of those in the 1-2% but even those engine builders out there amaze me at some really dumb OWT's that they believe...and think are facts. The problem is they think they know these things because they were handed down the OWT's from...

Does your Glassair have a transmission? :o My next one will have, either on the TPE or P&WC ;)

I am going to sound a bit harsh here......but for goodness sake, operating a piston engine with a throttle/RPM/Mixture is not hard. Problem is in flight training none of us....read that again, NONE of us are taught anything about piston engines and their operation and management nor how to use...

Many of the Lycoming publications contradict each other, or over time they do depending on the political forces at play at the time. The one you quote here does make a very good point about keeping your CHT below 400F. Folk who really know engines, probably better than TCM and Lycoming do...

Folks, having just responded to a thread on oil temps, I realised this is a genuine serious thing, but nothing at all as important as CHT. Now if you have a Rotax....or liquid cooled heads you need to think carefully about different parameters. Jabiru heads, the numbers should be a lot lower...

Why would you want to do that ? I would be more worried about where you are setting your CHT limits. I should post this as a seperate post now that I think of it but CHT should be set green up to 380F, yellow from 380 to 400, and 400 and above in RED with alarm set for 400 or more. And if...

;D ;D ;D I don't really care, it works fine, but glad to see you are tackling bigger developmental matters than that, but it is not forgotten! ;)

I notified Dynon about this 2 years ago when the first release of the additional tuning parameters was released. Always 20' above set point. ALWAYS...never been any different. I have wondered if it is a gain setting doing it but I have never bothered to chase it down. Lawrence was aware of...

Two can play that game........ ;) 8-)

Jay Not all Carby engines will behave the same, in fact in Lycoming not all injected engines behave the same, but they are able to have the injectors tuned. The first thing you have to understand is "An EGT Value" is just a number and it means nothing in absolute terms. The next day it could...

Jim Having an IFR RV10 and a really functional ergonomic and effective panel, can I suggest you contact me to discuss things, dispell myths and so on. Check your PM's

Folks and Dynon please note. The Roll servo really needs to be an SV52 The pitch is OK with the SV42T, however having tested more torque with the 52T I prefer its performance, but hey, I am not crawling in there to change it over again  :D So folks, from someone who has tested the RV10 over...

I bet you a six pack, you had a head wind.....and your analogue ASI is wrong ;) Get an A&P or whatever the instrument guy is called and his test box to check the whole system, pitot and static. Then once you are sure there are no leaks and all is accurate, go do a static error check by doing...

Your servo needs to go back to Dynon to have the trim sensing calibration re-done. Did you happen to pull the stepper motor and servo case apart by any chance? ;)

Brisbane, my hangar is at YCAB......we could take a sneaky peak at it there. How much can we do without a LAME??? :Dhehehehe Rebuild the whole thing! :) ;D