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Thanks for your help. After much reading, asking and consideration I was not prepared to mess about and try to eliminate the 200 ohm resistor, so , reluctantly I am having to fall back on the Honeywell sender >:(

Thank you for your reply. I have been advised to try the VDO style sensor which I will do. Please could you confirm that the wiring from the D180 which is in place to feed a Honeywell sensor can be used to feed the original VDO type without any modification apart from calling up a type 1 sensor...

Thank you for your response, however as I am in the UK "Lockwood" doesn't mean anything to me. Could you give me some contact details please?

Having had my Honewell oil pressure sensor fail three times on my RV12 fitted with a D180 I would like to ask what other types of oil pressure sender can be fitted without having to make wiring changes? I can see that a Sensor 1 can be selected ...Is this the VDO unit and can the wiring supplied...

Thank you for your response on the 5th. Since then I have: Set the Dynon so that there is not an Alarm signal if the EGT goes over normal limits for what ever reason. Went flying and carried out some radio checks The radio worked perfectly. I made contact with two Airports one 40 miles away...

I don't feel we are singing off the same hymn sheet and it is probably because I have explained well enough the problem. 1.Without the Dynon the radio behaves properly.In fact the radio always functions well. 2 Having now checked the EGT wiring and security of the probes. I can confirm it is OK...

Thank you for that guidance I will certainly check that out. May I ask a couple of questions to help my understanding: a) If there is a broken wire associated with the EGT why did I get wild alarms before which went into the red range which did not seem to affect radio reception? b) Wouldn't a...

My RV12 and Dynon D180 have operated well for 100 hours in the UK. I now have Exhaust temp alarms jumping to 1000deg+ figures when engine not running. This happened infrequently. Now the problem has become serious because EVERY time I press the PTT to transmit the high exh temp alarm sounds and...

Re: ap 74 now working correctly Guys, Thank you for your support. Pleased to be able to report that my AP is now operational. The reason was that the two black wires to the Disconnect button were transposed. This is not an excuse but, the Vans disconnect switch has four wires, white, red and...

Since writing the email below I have been to the hangar this morning and checked out the Disconnect button supplied with the RV12 kit From the circuit diagram it reads as if it is a double pole switch which makes two separate circuits when activated. When the wires were disconnected from the...

Continuing the thread on my RV12 I have successfully upgraded the software on the Dynon from 5.2.0 to 5.4.3. Unfortunately this has made no difference as my problem remains. When I then tried to Configure and calibrate the servos the same message appeared, "Not Installed". What should be the...

Thank you for your support on the RV12. In another attempt to get my AP74 operational I have been out to the hangar just now and taken the following notes: Using EFIS> DSAB>Status it shows 4 devices inc AP74 (shows active) , Scrolling to SV32 it reads" Can provide Roll Servo, Pitch Servo...

Servo Calibration and Test My Ap74 is fitted to an Rv12. I am trying to set up my Autopilot to get the test flying done. Currently the D180 is at version 5.2.0 and I have decided to not upgrade yet until I understand the basics. MY problem is that when I get to the Servo Calibration I do not...

Re: Erratic oil temp I fly an RV12 in the UK. My first Honeywell failed completely ( zero reading) before the planes first flight. A new warranty replacement worked for about 18hrs until it kept giving me scores of low pressure alarms (over water to add to the excitement!). This too has been...

Thanks guys for your support. I have with, your assistance, got to a position where the tank gauge is reading correctly and now the "Fuel remaining" also makes sense. I ended up go through the Tank Full routine and played about adding and subtracting litres so that I understood how they worked...

Thank you, I follow the logic as to how I come to have "negative fuel remaining" and the K factor is now set so that amount used is pretty close to expectations and also judging from the "spy holes" on the tank. You use the words " simply set it to correct next time you use it" That is just...

Thank you for your guidance, however the fuel tank 'gauge' is reading correct levels. I have been using the ADDING process and I do have the reminder set up for when I do add fuel. It is the extra information in the EMS pages which show a negative amount. As there can never be a negative amount...

Based in the UK with aD180 in an RV12. Just approaching 10 hrs from new. Have now played with K factor and getting fuel flow-rate readings which relate well to actuals, and the readings for fuel in tank seem right too. BUT how do I correct the figures which show I have negative fuel left in the...