Canadian_JOY
New Member
- Joined
- Jun 26, 2006
- Messages
- 51
Please accept my apologies in advance of what likely will be a silly question... I was at OSH but had a hard time elbowing my way to the front of the crowd to get "touchy-feely" experience with the two demo units on display there. I was unable to ascertain whether or not the new units will feature built-in photo sensors to allow auto-dimming or whether manual control will remain the only option. From the handout pamphlet I see a "dot" between softkeys 4 & 5. Is that a photosensor?
Also, I'll throw a word in edgewise here about the "LRU" philosophy. Many of us have gone through some acrobatics in order to get our EDC-10A's mounted in a region in the aircraft that provides reasonable magnetic compass accuracy. My assumption is the new "ADHRS" will have to follow the same stringent mounting requirements. Given that this box will also have multiple wires plus pitot and static running into it, my guess is that many folks will have to sacrifice magnetic compass accuracy in order to be able to find a mounting location that makes it reasonably easy to connect power, data, pitot, static etc. Is there a plan afoot to allow for easier mounting while not sacrificing compass accuracy? I know I won't want to have to mount a big LRU out in the wingtip!
Last point (then I'll shut up for a change... LoL). Will the new ADHRS offer sufficient long-term stability in the heading plane to allow use in "free run" mode for operation in higher latitudes where the magnetic compass is unreliable? This would be roughly equivalent to setting the current gyro-based DG to runway heading prior to takeoff. You know the DG precesses, just as the sensor in the ADHRS may precess, but you also know that even with that precession the instrument is waaaaay better than relying on the compass that's wandering like a drunken sailor.
Our EAA chapter just hosted our annual fly-in breakfast and my little airplane with its Dynon D100 EFIS, coupled to a Lowrance 2000c moving map GPS garnered a huge amount of attention from pilots and builders alike, not to mention the kids who looked at my panel with silver-dollar eyes and whispers of "Wow, cool!" I can't imagine the number of nose prints I'd get on my canopy with the "next gen" Dynon gear installed!!!!!
Also, I'll throw a word in edgewise here about the "LRU" philosophy. Many of us have gone through some acrobatics in order to get our EDC-10A's mounted in a region in the aircraft that provides reasonable magnetic compass accuracy. My assumption is the new "ADHRS" will have to follow the same stringent mounting requirements. Given that this box will also have multiple wires plus pitot and static running into it, my guess is that many folks will have to sacrifice magnetic compass accuracy in order to be able to find a mounting location that makes it reasonably easy to connect power, data, pitot, static etc. Is there a plan afoot to allow for easier mounting while not sacrificing compass accuracy? I know I won't want to have to mount a big LRU out in the wingtip!
Last point (then I'll shut up for a change... LoL). Will the new ADHRS offer sufficient long-term stability in the heading plane to allow use in "free run" mode for operation in higher latitudes where the magnetic compass is unreliable? This would be roughly equivalent to setting the current gyro-based DG to runway heading prior to takeoff. You know the DG precesses, just as the sensor in the ADHRS may precess, but you also know that even with that precession the instrument is waaaaay better than relying on the compass that's wandering like a drunken sailor.
Our EAA chapter just hosted our annual fly-in breakfast and my little airplane with its Dynon D100 EFIS, coupled to a Lowrance 2000c moving map GPS garnered a huge amount of attention from pilots and builders alike, not to mention the kids who looked at my panel with silver-dollar eyes and whispers of "Wow, cool!" I can't imagine the number of nose prints I'd get on my canopy with the "next gen" Dynon gear installed!!!!!