Garmin’s business philosophy is to make it as difficult as possible to use any other equipment with theirs. They also plan on making as much on the various updates for your Garmin products as they do selling them. The updates are a real cash cow for them.
Skyview Wish List
- Thread starter andresmith76
- Start date
All aviation weather reports are in Centigrade. Why do you want Fahrenheit output. I am 72 and grew up with everything in Fahrenheit. I was glad when surface weather was finally reported in Centigrade.
JohnAJohnson
I love flying!
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- Apr 30, 2018
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- 83
Have different ranges for large and small obstructions. When setting range for obstructions to say, 20 miles, I get all the little Cell Towers, and of course the big boys too and the screen is completely cluttered with the small towers. I need to see the big towers and don't need to see the small ones at that range, since I don't usually fly around at 200' AGL. If I do fly that low, I can zoom in to a couple of miles and then when the small towers become visible on the screen, it isn't so cluttered. So, different ranges for obstructions over and under 1000' please.
I would like to see two features added for Avidyne IFD users. 1. Capstone out from the HDX to push WX and Traffic to the IFD. 2. Accept VNAV Enroute descent data via ARINC. I have a G5 installed (and yes I have two ARINC devices installed, Dynon and GAD29. Both work perfectly.) On the G5 I can see the VNAV Descent on the Glide Path indicator and have to manually follow using V/S (very scary mode). The HDX will not show the Enroute VNAV. If the VNAV information for an approach can be displayed on both, then shouldn't be hard to add the Enroute capabilities. Its interesting that the HDX and G5 display almost the same information except for Enroute VNAV.
One more thing, flip the display of the pitch trim indicator. Its backwards, when trimming up the indicator goes up and visa versa for down. If you look at Ray Allen indicators and other manual indicators its the opposite. Every airplane I have ever flown always has up trim going down and down going up. Its the little things.
One more thing, flip the display of the pitch trim indicator. Its backwards, when trimming up the indicator goes up and visa versa for down. If you look at Ray Allen indicators and other manual indicators its the opposite. Every airplane I have ever flown always has up trim going down and down going up. Its the little things.
I really agree about the pitch trim indicator. It is intuitive to mentally put the indicator in the horizontal plane. When you do that it is running backwards. Whoever made the decision to have it run the way is does was either a techy with flight time or a very inexperienced pilot. At the very least they could write software so that we had the option of turning it around so the rest of us experienced pilots could fix it after 480 hours it still drives me nuts. I always have to remember that the indicator is running backwards. ATP with type ratings and 17,000 hours. Every experienced pilot I know hates it the way it is. I helped a Southwest pilot upgrade his analog panel to Dynon and that’s the first thing he said was “Why is the trim indicator running backwards”.
swatson999
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There's really only one time that I ever pay much attention to the pitch trim indicator...take-off, to make sure it's at the take-off position. Other than that, it's all by the feel of the stick.
To me, it's an indication of the *effect* on the system, rather than the position of the tab. Up -> nose up, down -> nose down.
To me, it's an indication of the *effect* on the system, rather than the position of the tab. Up -> nose up, down -> nose down.
airguy
Active Member
Agreed. That's the way I have mine set.
On a glideslope "up" means up, "down" means down. Same with a localizer "left" and "right". It's about the net effect, not the particular piece of hardware.
If it was reversible for those of us with thousands of hours in hundreds of aircraft it would be nice. I can understand how someone who has never flown before, or is very low time (less than 1,000 hours) would think that the pitch trim indicator makes sense. For those of us that have been flying over 50 years with mostly analog indicators for a lot of it, the pitch trim presentation is backwards.
Marc_J._Zeitlin
Active Member
Maybe I'm missing something, but assuming that you're using Ray Allen potentiometers (position sensors) for the input, either re-calibrate in the EMS hardware calibration menu, or just swap the + and - wires into the sensor - then the voltage readings will be reversed (you might ned to re-calibrate after that too, but that's pretty simple).
Why wouldn't that work?
I'm not at my hangar now, but I used a Ray Allen servo for my roll trim. It didn't know (of course) whether servo extend was roll right or roll left, so I must have been able to tell it which voltage level was which direction in calibration. Should be able to do the same thing for pitch... I'll try to remember to check when I'm at the hangar tomorrow, but this seems like a simple swap to me, and not something that Dynon defines - how would they ever know how YOU'VE hooked up your sensors, and in which direction?
I would have to look at the wiring of the EMS and the Vertical Power to see which one is controlling the display. I kind of remember that the calibration procedure for the pitch trim had you trim full nose up, then full noes down. I assume the software was looking at the resistance values at both ends to determine the scale. That got me to thinking. Perhaps I could trim full nose up when it asked me to trim full nose down and the opposite of what is asked the other way also. That might turn the sensor display around. I will get into the manual next week when I am at the hanger again and see what happens. The best I can recall is that there is just one wire for trim position. The most indicator is a product of resistive value. However it has been a while (2019) since I installed mine so my recall might be wrong.
Marc_J._Zeitlin
Active Member
Yes - there is only one sensor wire TO the Dynon EMS. But there's a + and - wire to the other two wires of the sensor - otherwise, it wouldn't get a voltage input to the EMS. So if you swap the + and - wires, the polarity will change. But I still think that this can be done purely in calibration - I'll try to check tomorrow.
You could be right! All the trim switch does is change polarity to drive to trim in the opposite direction. However I remember that the trim is run through the Vertical Power Pro. Grounding one wire drives trim in one direction and grounding another drives it in the opposite direction. I don’t need to change the direction the trim moves with the switch. That is correct already. It is the trim indicator I want to flip. That would have to be done through calibration. Flipping the + and - would just get my trim running backwards relative to the switch. However your reply got me to thinking about this from another angle. I will see if I have any luck changing it.
swatson999
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Tell that to Piper.
I may not have flown hundreds of different airplanes like you, but I'm also not brand new to flying, thank you very much.
swatson999
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Raymo
I love aviation!
This one is in the works
What you want is provided by www.flyonspeed.org This is open-source technology and won the 2021 EAA Grand Championship Founders Innovation Award at Oshkosh. What we hope is to establish the technology and work with EFIS vendors to adopt it. And yes, it emulates the F4 system.
BradThePilot
New Member
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- Sep 24, 2022
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- 7
Since this is a wish thread, I'll add my wishes:
1) Display advisory enroute VNAV information from the Avidyne IFD series, as has been mentioned.
2) Add a TAS mode to the flight directory/autopilot for climbs as descents. This would work like IAS mode does currently, but adds the ability to track a specific true airspeed.
3) Add a pitch mode to the flight directory/autopilot for climbs and descents. Roll mode is already there, so why no pitch mode?
1) Display advisory enroute VNAV information from the Avidyne IFD series, as has been mentioned.
2) Add a TAS mode to the flight directory/autopilot for climbs as descents. This would work like IAS mode does currently, but adds the ability to track a specific true airspeed.
3) Add a pitch mode to the flight directory/autopilot for climbs and descents. Roll mode is already there, so why no pitch mode?
Marc_J._Zeitlin
Active Member
Because "pitch mode" (by which I THINK you mean pitch angle/AOA) is equal to IAS mode. No? AOA sets Cl, and Cl sets IAS for a given air density, so, IAS=pitch. "Roll" mode just means keep the wings level - there's no real equivalent in pitch, unless you're referring to "Alt Hold" (which obviously also exists).
BradThePilot
New Member
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- Sep 24, 2022
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No, pitch is not the same as AOA. Pitch is a specific pitch attitude, while AoA varies based on a number of different factors. Pitch is a commonly used mode of the pt. 121 aircraft I fly, and is completely different/separate from any speed-related modes.
The big advantage of holding a specific pitch is climbing/descending in turbulence. Both IAS and VS speed modes will "hunt" around with a nose-up/nose-down moment even with a properly tuned autopilot; they can't help it, as they are chasing the right pitch attitude to achieve a specific IAS or VS. A direct pitch mode, by contrast, simply holds a 3º (or whatever) pitch attitude and lets the other parameters float around as needed. It's a smoother ride, and frequently done at my airline for that exact reason.