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The problem was usually when you got a long straight in off your arrival because the runway just happened to nearly line up with your inbound heading. The system would want to go to the LOC 30 miles out or more. GPS was far more accurate that far out. What it needed to do was wait until we were...

The problem was usually when you got a long straight in off your arrival because the runway just happened to nearly line up with your inbound heading. The system would want to go to the LOC 30 miles out or more. GPS was far more accurate that far out. What it needed to do was wait until we were...

I was replying to the wrong question by tapping on the wrong thread. Sorry about that. Dynon will not auto switch nav sources going from GPS to localizer. I only flew one jet that could do that and I did not like it. It did not always work right.

Dynon does not have a IFR certified navigation system. Those of us that have Dynon equipment use a Garmin or Avadyne GPS navigator for IFR navigation.

The GTN650 has no ability to determine heading. For it to display actual aircraft heading, the information would have to come from some other source. Is there a magnetometer providing heading information to it? What does the rest of the installation look like? The GTN650 can determine what...

Get a PS Engineering audio panel. An intercom is no substitute for a real audio panel.

The new manual says that if you hold the right knob down for 2 seconds and you are less than 300 feet above the airport, the taxi diagram will come up. I have not had a chance to try that yet.

I would really like to have ADSB traffic display on an instrument approach chart from Seattle Avionics. I have no idea how complicated it might to have the ADSB traffic display on the charts.

I would like to see the lean tool come on at startup. I don’t see any advantage to having it off. If there is some advantage to having it off, please let me know what it is.

The backup battery will stay charged up in normal use if it is still serviceable. If you are getting backup battery alerts, perhaps the battery has gone bad. Have you run the test to see if it will pass?

Thanks for that. I must have put something in that field 5 years ago. I will look and see what is there.

Great explanation. I have no idea what rpm will give me an hour of tach time for an hour of run time on my Dynon system. It must be somewhere between 2,300 and 2,500 rpm. I have never seen anywhere to change the value in the software settings.

The Dynon screen you have has 2, 9pin network connections on it. If you run out of network connections, you just put in a 5 port hub. I have 2 of them in my RV10 because I have just about everything Dynon sells in it. I have one open port left. Some components like the ADAHARS only have one port...

Well I have had people that know a lot more about electronics than I do call it a canbus. Apparently they are mistaken. Anyway, the vast majority of communications between Dynon devices happen on that network. The Cat 5 cable does almost nothing. It only allows you to do database updates to all...

Then what would call the network cable that carries the vast majority of the data from one device to another?

Hobbs starts recording when you have oil pressure. It records all the time above a the threshold to turn on the switch. Tach time depends on engine rpm. Tach time is recorded more slowly at low rpm. It has nothing to do with clock time.

The push buttons do wear out after a while. I have seen one screen that they did not all work correctly when it was delivered.

Well besides the physical installation, you will need ground, power and circuit protection. Most of the data that comes into it comes in on the can bus, the 9 pin network connectors. Each device has 2 ports so they can be daisy chained together. However there are a few things that have to be...

The problem with automotive alternators is the built in regulator. They won’t take the higher temperatures under the cowl generated by air cooled engines. A friend of mine uses a Toyota alternator in his RV6, but he removed the regular from it and installed an external regulator behind the...

What kind of alternator? Some of them have a bad reputation for failing early. The B&C are a little more, but they last to TBO and will go another TBO with an overhaul. If it is a Plane-power I am not surprised at the failure. You want top quality accessories if you don’t want the aircraft to...