Search results

There were a run of serial numbers that used a button setup that had problems - should be covered under warranty.

You didn't mention the make/model of aircraft - you could ask the manufacturer for a statement saying it's not structural and that should be good enough.

It will do some rumble-bump-thump during the calibration routine - the system is running the servo up against the hard stops to see where they are and check the slip-clutch for proper operation. Just go with it and let it run.

The center hole is for a radio stack, including an Avidyne IFD440. Ours is a full IFR setup.

This was on an ILS, correct? I will have to go fly some scenarios now and play with this.

Any powered transmitter coax, such as comm and transponder, are going to give problems in proximity to other wire bundles, even with good high-quality coax.

Not an early model - this is a 2001 R model - but we just had twin 10" HDX's installed. If you have a good measurement tool or calibrated eyeball maybe this will answer your question. By the way - there are many shops now that can do this work, and I won't recommend any particular one, but...

So.... it's IN the documentation, but you want it BETTER documented? Is that what you are asking for? I'm confused...

I believe the autopilot will only capture the glideslope from below, not while above or descending through it.

Same reason I posted above. Different float senders may have different final output voltages at the top end of their travel. One of them reaches the limit of travel before the other one, thus a slight difference in output.

Unfortunately, the only way to get those unlocked is through the manufacturer, and they may be unwilling.

As the fuel indicator float rises, it finally reaches a point of maximum travel and any further fuel added after that does not change the indication on the output. Skyview knows how much fuel you have added and in what increments, and calculated that the float arm stopped travelling at 35...

You might want to rethink that installation - you don't want to have to undrill the wing skin to remove/replace a failed or plugged pitot tube.

Certainly you would need the current terrain map - though those don't change often, now do they? Obstacles - no. There are always obstacles - the purpose here is engine-out off airport landing opportunities. By the time you get down low enough to worry about the obstacles, you should already...

I would really like to see the glide ring take terrain into account (like Foreflight) rather than just draw a circular glide distance down in heavy terrain. We don't know if that ring is using the highest point, lowest point, average height, or something else to calculate how far out the ring...

Agreed. It's getting out of hand, time to take other steps.

More likely to be an antenna/coax problem.

Of course you won't have GPS approaches available to you, and those are by far the majority of IFR approaches now.

I had to repeat my AOA calibration and autopilot servo calibration, other than that everything else came across.

One reason that comes immediately to mind is that maybe those existing products are not quite as excellent as they could be, and their price is too high. If you can build a better mousetrap, the world will beat a path to your door.