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fallowdeer

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Everything posted by fallowdeer

  1. fallowdeer
    Does Garmin offer prefabricated D-sub harnesses of different lengths to hook up everything that’s on the can bus? I recently observed the professional installation of a whole G3X installation and was surprised to see the techs individually constructing these. On my recent Dynon HDX installation I found it a great help to simply buy those harnesses pre-made; they come in a large range of lengths. Only the long ones where you couldn’t thread the “plug” didn’t come with D-dubs on each end. But as you say, still a heap of wiring outside the can bus…..
  2. fallowdeer
    Great that I’ve found out that having aural AOA information, pictorial display of traffic both on the PFD and moving map, nav info such as TAS, OAT, ground speed and winds aloft, colour banded depiction of engine parameters with aural warnings of exceedances and the capability to record and download engine data, a capable autopilot, and a host of other features make me a poser. I actually find that a lot of this stuff enables more attention to be focussed outside the cockpit. I guess we should all be driving Morris Oxfords still. I’d venture that holding of an opinion that those who like and find useful glass are posers says more about the maker of the statement than it does about those users and owners who happen to like such kit.
  3. fallowdeer
    My that’s a quantum leap. Personally I find cruising with the glass and A/P engaged creates much more bandwidth to be outside. Automated aural engine alarms for example, less concentration on holding a hearing.
  4. fallowdeer
    Yep but one thing over here is heading down the strip with maybe 2000kg just loaded onboard and then doing that over 100 times a day…😁
  5. fallowdeer
    Don’t really see that French stuff as anything to special really. Each day every day over here
  6. fallowdeer
    Wrong sorry. Only need to be within sight of the ground/water if less than 3000ft AMSL or 1000agl. Goes for all classes airspace as long as appropriate visibility and cloud clearances maintained. The wisdom of doing so is a separate matter.
  7. fallowdeer
    I remember this from the time. Unlikely there’d be many wide body crews these days who’d possess the old style navigational nous that this team brought to the game…
  8. fallowdeer
    Give it a rest Nev. Another completely unsubstantiated sweeping generalised negative comment from you about the 912 series. 50,000+ mostly happy users must be all wrong aye….
  9. fallowdeer
    Gidday James. Our experience has shown with all taps on the tanks often empty at different rates, ending up with surprisingly different amounts in each. The theory is that this is caused by slightly differences in internal pressure from variations in the vents. If I was to build again I’d install cross venting. So I never fly with all open, the last thing I want is a little bit of fuel in four tanks. I’ve done a lot of long trips and I just run the outboards dry as I described above. With each tank holding 36 litres and burning around 16.5 an hour at cruise I find I get about 1 hour 40 minutes out of an outboard tank. The difference is the fuel returned to the starboard inner.
  10. fallowdeer
    ZK-XBD recently converted from piston power to turbine here in NZ by Andrew Vincent, an airline pilot and engineer.
  11. fallowdeer
    Hi James When my aircraft was inspected by the CAA they pored over the fuel system in great detail. As the POH and the build manual contained no information about a four tank system I had free rein on the design. As previously noted lots of pitfalls exist in the operation of a multi tank system so I had created the attached document and included it in the POH. This seemed to alleviate the regulator’s concerns. I frequently start up with all fuel valves off at the manifold looking for the low fuel light to come on after using about 100ml of fuel this testing the system as against the button on the panel which is only a bulb test. From experience in normal cruise I’m able to drain any tank completely with the exception of the R/H inner that the return goes to.
  12. fallowdeer
    I pretty much copied Mark Kyle and IBob. . After 140 hours in nine months, I’m really liking the flexibility of having four individually valved tanks.
  13. fallowdeer
    Each to his own. My opinions based on direct observations and conversations with probably the two most experienced 912 engineers in NZ, one of whom has been selling and servicing 912s for well over twenty years.
  14. fallowdeer
    A 2000hr 912 that had those hours piled on quickly in a flight school while being well maintained is likely to be a better bet than a 12 year old model with 350 hours from what I’ve observed.
  15. fallowdeer
    AC90-89C. Minimum fuel flow for pressurized fuel systems 125% of maximum consumption rate, 150% for gravity. A 912ULS will consume @ 28l/hr full throttle so you need a minimum of over 40l per hour, my build delivered over 60. This test will need to be notated in the logs if your paperwork requirements are similar to that required in NZ, which are basically copied from the US FARs.
  16. fallowdeer
    By crikey reading this thread just makes me so grateful that every one of the thousands of times I’ve hit the starter on a 912 over the last fifteen years or so it’s actually worked…….
  17. fallowdeer
    What are you building Lyndon?
  18. fallowdeer
    Plenty of adverse yaw in a Savannah but the Dynon autopilot I installed in my build performs beautifully.
  19. fallowdeer
    Nah Perry just a few bits that have fallen off in flight over the years if that counts..😁
  20. fallowdeer
    Gidday Bryan I’ve got about 1000hrs in Savannahs, roughly 850 in mine and the rest in six or seven other machines. Every one of them had insufficient trim range to cover the full speed range from 35 to 90 knots. It’d be very tiring to have to hold forward stick in cruise so in my opinion the tab on the elevator should be adjusted so you’re just on the verge of running out of forward trim at maximum cruise power. That way you’ll minimise the rearward stick force you’ll have to exert (As mentioned by IBob) when flying at the other end of the speed spectrum, around 35knts short final on a STOL approach. Peter
  21. fallowdeer
    Gidday Marty A couple of places over here make these for about $1200NZD. Heaps of nice features. Not sure if they have a pattern for a 701, this fits my S perfectly.
  22. fallowdeer
    Pretty sure the TT22 doesn’t have a serial output which you would need to integrate to the Skyview . ( TT 21 doesn’t and they are identical AFAIK except for output power) As has been noted before you can’t just hook up any GPS even though it might be format compatible and expect to be compliant for controlled airspace.
  23. fallowdeer
    Trig manufactures com radios and transponders for Dynon. There are some software differences but large degrees of compatibility. The Skyview system also has serial ports so many other avionics can be “connected.” When I recently installed my Dynon Skyview I integrated the Trig TY91 com radio with the Skyview so it can be controlled from the screen, frequencies tuned from the airport identifier page that sort of thing.
  24. fallowdeer
    Hi Skippy If your Dynon GPS is the SV-GPS-2020 then that meets the mandate for entry to controlled airspace. The previous SV-GPS-250 do not. Depends whether you want to enter controlled airspace or just want TABS level performance.
  25. fallowdeer
    Trig does the talking here. SIL and SDA can be configured for your application be it just TABS or full ADSB out for homebuilt microlight experimental etc. TT21,TN72 and TA50 very popular in NZ for the above aircraft categories. Fully compliant for operations in controlled airspace in NZ. https://trig-avionics.com/product/tn72-gps-receiver/
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