New Dynons

[az_gila]

Originally Posted by L.Adamson

.....
Compare these two pics. Actual and Google with computer based elevations. This is just out of the Salt Lake City, Utah area. 36U

http://img411.imageshack.us/img411/4...reducedqm1.jpg

http://img411.imageshack.us/img411/2690/google3rb2.jpg

L.Adamson

Neat pictures... Google even got the snow level correct....

Does anyone know where the master data base for elevation comes from?
I guess Google uses the elevation master and adds their "picture" on top of it...

[Davepar]

Originally Posted by az_gila

Does anyone know where the master data base for elevation comes from?

This article has some info on sources:
http://en.wikipedia.org/wiki/Digital_elevation_model

Some of the data actually comes from the Space Shuttle.

On the scud-running sub-thread, I didn't want to imply I do a lot of scud running. In fact, I usually fly on the conservative side of clouds. My point was that synthetic vision would help with situational awareness in the mountains. Nobody plans on flying up a box canyon, but it obviously happens.

[Sticky1]

Can't wait till they intergrate this stuff with FLIR.......

[RV7Guy]

Originally Posted by Sticky1

Can't wait till they intergrate this stuff with FLIR.......

How about NVG's? I was thinking about trying the ones I use for the helicopter. That would be very cool. Maybe on a shift when the helicopter is down.

[Captain Avgas]

Originally Posted by Jon Clements

So you are flying IFR over significant mountainous terrain in an RV or any other single engine aircraft. You are flying in the clouds and have 2000 ft plus clearance over your lowest safe altitude. Things are going well (even though some people would argue heavy IFR in singles has certain risks associated with it).

THE ENGINE STOPS (Don't ask how).

Your RV just became a rather inefficient glider.

I would certainly prefer to have synthetic vision (rather than not) at this point in time allowing you to alter your flight path as necessary and enter the middle of a valley (reasonably safely) hoping to clear the cloud base and choose your best option for what its worth in what has suddenly become a very busy cockpit.

Right on the money Jon. As you point out, if you can glide away from the mountains to a valley you increase the chances of breaking out of the cloud at lower altitude....and you increase the chances of finding a flat, deforested area to land....and you increase the chances of landing near population...and you also increase the chances of being found. It all sounds like a huge advantage to me.

There's been a couple of well documented cases in Australia recently of highly experienced commercial IFR pilots spearing into the sides of mountains during GPS approaches (they had IFR approach GPSs but with no mapping functions). The pilots became confused and descended below the LSA. Bang...a lot of passengers killed. It's a high price to pay for a momentary loss of situational awareness.

There is no doubt whatsoever that GPS with mapping functions has been a massive step forward in improving situational awareness for pilots....and synthetic vision will be just the next logical step.

I do fair bit of night flying...I say bring on synthetic vision.

[frankh]

Its not quite the same but i have been generally leaving the 430W set to the terrain page lately.It sort of does the same thing as a moving map..At least it shows which parts are higher than you.

So in the meantime you can get an approximation while waiting for the new Dynon display

Frank

[dynonsupport]

Originally Posted by Camillo

...does anyone know if "traditional" EFIS D-10A and EMS D10 will be abandoned or will still be produced? I'm about to order them and don't want to buy an obsolete product. In Dynons FAQ's this is not said. I guess they will maintain both products...but are we sure?

It's likely that we'll continue offering the 4" products - the EFIS-D10A and the EMS-D10 - even after the next generation is the only offering in the 7" form factor.

[Camillo]

Thank-you. I already cut the panel and would be upset to start again.
I think you should continue on 4'' instruments. They allow builders to place them inside a more classical panel, besides analogic ASI, ALT and VSI.

Actually, my panel is a "classic 6": ASI, D-10A, ALT and below ADI, D-10A (as DG/HSI) and VSI. I like my project, because I have everything one needs in a classic style with lot of redundancy for quite a lot of money...

Ciao.
Camillo

[w1curtis]

Originally Posted by RScott

The value of synthetic vision:

Have you ever made a mistake? Misspelled a word, taken a wrong turn? We all make mistakes. Just because you made a mistake, got distracted, etc., does not mean you should pay for it with your life.
...

Most accidents aren't caused by a single mistake but a chain of mistakes or bad events. Yes we all make mistakes and I'm all for anything that would reduce those critical errors. For me, that is not synthetic vision. A 2D overhead view offers much more topographical.

Originally Posted by Jon Clements

So you are flying IFR over significant mountainous terrain in an RV or any other single engine aircraft. You are flying in the clouds and have 2000 ft plus clearance over your lowest safe altitude. Things are going well (even though some people would argue heavy IFR in singles has certain risks associated with it).

THE ENGINE STOPS (Don't ask how).

Your RV just became a rather inefficient glider.

I would certainly prefer to have synthetic vision (rather than not) at this point in time allowing you to alter your flight path as necessary and enter the middle of a valley (reasonably safely) hoping to clear the cloud base and choose your best option for what its worth in what has suddenly become a very busy cockpit.

With everything going on and without Syn Vis in rugged terrain there would be a good chance you had topped a mountain before you had a chance to find a suitable valley to enter on on your maps or non 3D gps. Artificial horizons and airspeped are where your eyes should be in these conditions...

Just my 2 cents worth....i don't put a price on safety. Every inch of safety is worth whatever you pay for it. Ask your wife and kids whether or not you should cut costs in this area....

Actually, in this situation I would prefer an up to date moving map with topo and maybe CAPS.

That being said, first let me define some terms. To me Synthetic Vision is the attempted 3D representation of the view outside the FRONT window on a 2D screen--that is, the left side of the Dynon screen. This is what I find of dubious value. In an emergency the best place to land may be BEHIND you to which you Synthetic Vision display will tell you nothing.

This is Synthetic Vision: -left side of Dynon display



This is a moving map with 2d topography:-not Synthetic Vision. This IS useful.


The right side of the screen, the moving map with topography, this I think is EXTREAMLY useful for ALL pilots. This probably would have helped most of those pilots that came to grief in the mountainous areas, not so much the synthetic vision. The overhead view offers a better overall view of surrounding topography than than the forward looking "Synthetic Vision" offers. You can get this topographical view, and the situational awareness today with any moving map navigator with topography. So maybe that is why I do not view the forward looking "Synthetic Vision" as offering me anything I don't already have. Until we can get 180 degree synthetic vision in the cockpit, I think it will be "eye candy" that will probably sell a lot of units.

The unfortunate side effect of Synthetic Vision however will be when some try to use it to scud run in sub and marginal VFR conditions. On one hand it may help some, but on the other it may give others a false sense of comfort leading them to grief.

[RichB]

That being said, first let me define some terms. To me Synthetic Vision is the attempted 3D representation of the view outside the FRONT window on a 2D screen--that is, the left side of the Dynon screen. This is what I find of dubious value. In an emergency the best place to land may be BEHIND you to which you Synthetic Vision display will tell you nothing.

That's a very good point. It shouldn't be too difficult to add a "change view" feature to these systems. Maybe a knob to rotate the view around the aircraft, with press to reset. Or something.

On that note, some of these systems can calculate glide distance and path, so it may be possible to use the topography to locate a best (flattest) place to land within the available glide range., and display a HITS to this location.