airguy
Well-Known Member
My thought was VFR-into-IMC flight. Hold the NRST button to engage, pull the throttle to idle, and ride it down to the airport surface until you break out.
Emergency glide test findings
- Thread starter d3mac123
- Start date
Tried the Emergency Glide this weekend, and have a preliminary observation that Dynon IMHO, should add to the Pilot User Guide for EG.
"Caution: An understanding of Emergency Glide operation should precede any TEST of this feature. The AutoPilot will engage and may cause an abrupt and unexpected change of flight attitude and direction. You should be familiar with the operation of the autopilot and how to maintain control, including disconnecting, if required."
I engaged the Emergency Glide at cruise speed (140 kts) and had a 1,000 ft climb follow, in the system effort to achieve 100 kts, 'best glide' (defined in my HDX settings). Including several panel messages to adjust my manual pitch trim UP, and finally a 'servo slip' notice. Not wanting to sheer the servo screw, I manually disconnected the AP by turning OFF the servo power toggle.
The intent of this feature ... as others have mentioned, is to assist in an engine out, or diminished power setting. As such, I would suggest that any TEST would start by powering back and count to 10(?), let the nose get a little heavy in the process of activating Emergency Glide, and be prepared to exit EG, and recover normal operations.
I uploaded the data to Savvy and may have a screen shot or two ...
Yes, I will try this again, but under a different preparation.
"Caution: An understanding of Emergency Glide operation should precede any TEST of this feature. The AutoPilot will engage and may cause an abrupt and unexpected change of flight attitude and direction. You should be familiar with the operation of the autopilot and how to maintain control, including disconnecting, if required."
I engaged the Emergency Glide at cruise speed (140 kts) and had a 1,000 ft climb follow, in the system effort to achieve 100 kts, 'best glide' (defined in my HDX settings). Including several panel messages to adjust my manual pitch trim UP, and finally a 'servo slip' notice. Not wanting to sheer the servo screw, I manually disconnected the AP by turning OFF the servo power toggle.
The intent of this feature ... as others have mentioned, is to assist in an engine out, or diminished power setting. As such, I would suggest that any TEST would start by powering back and count to 10(?), let the nose get a little heavy in the process of activating Emergency Glide, and be prepared to exit EG, and recover normal operations.
I uploaded the data to Savvy and may have a screen shot or two ...
Yes, I will try this again, but under a different preparation.
airguy
Well-Known Member
My suggestion would be a simple software update - have the autopilot hold steady altitude as long as the airspeed is greater than best glide +10 knots, and then any scenario with active power production will not produce an altitude change, but only a turn to the nearest acceptable airport. If the engine is still running fine then altitude will not change. If the engine dies or is pulled back to idle, as the airspeed decays below best glide +10 then the autopilot will pitch down to hold best glide.
This is one of many of the same problems that is destroying Boeing.
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This should never be a problem for experienced pilots who are always very familiar with how to quickly disengage an AP that is "misbehaving" ;-))
DYNON IF YOU ARE LI$TENING......I'd LOVE to have this feature as well as better VNAV capability. However, I have 2 SV 10" Classic/Touch units in my SportCruiser that I'm very happy with. I'd be willing to bet that these and other features could be offered as software upgrades to my existing units at a rea$onable price.
It would be an obvious win-win for both of us....
It would be an obvious win-win for both of us....
RV8JD
Active Member
- Joined
- Dec 17, 2017
- Messages
- 377
I believe any future SW updates to the Classic/Touch systems will only be for maintenance and bug fixes. I think Dynon plans to focus on the Experimental and Certified HDX systems going forward. Also, the earlier Classic/Touch systems may not have enough CPU computing power and storage capability for all the new features that can be implemented on the more modern HDX systems. In addition, Dynon probably doesn’t have the manpower to improve and maintain that many different SW versions.
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airguy
Well-Known Member
Dynon has already stated that the Classic/Touch software updates are sunsetted. They are only moving forward with the HDX series.
Too bad for Dynon. IMHO, this might be a source of easy income especially since they are continuing to support Classic at no cost. I think many customers would pay for this.
But they might not consider buying a new system just for a few upgrades at a reasonable cost.