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03-21-2010, 02:01 AM
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Join Date: Nov 2007
Location: Reno, NV
Posts: 2,125
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Pierre,
Couple thoughts on things you might try to enhance the display to your liking:
First, I'm guessing you are using the split screen, perhaps with the ADI on the left and either an HSI or EMS on the right side. You are right about the left info item getting blocked in the 2/3-1/3 screen (if the GlideSlope is turned on), so...here's the thoughts (if you haven't already tried them):
- If you're not using the modern display, you might give it a try. It will give you the option of placing the OAT/DA/TAS info on the right side, and using the magenta VSI tape for your VSI. To switch to modern, go to EFIS>SETUP>STYLE, and select Modern (vice Classic).
- You probably already know how to turn on/off and change the info items, and I (like you) like to have the OAT/DA/TAS on the left (near the airspeed tape) and the VSI on the right (near the altitude tape). Makes sense, and is a good scan. Just in case, that's done in the EFIS>INFO menu, where you can select what info blocks go on the left and the right.
Since you are flying IFR/IMC and penetrating visible moisture, you probably want that OAT on the right side so you can ID when icing conditions exist (including during precision approaches...I figure that's why you want to keep both info displays alive). But you can have OAT on the right and have a VSI by doing the following:
- The VSI tape is selected on or off in the EFIS>SETUP>CLUTTER Menu, and you can pick N (off) or 1K, 2K or 4K scales. I've been using the 2K and like it, but the 1K may have better resolution for instrument approaches. You might play with it and see what looks and feels best. It may not be as easy to interpret (at first) as the digi readout, but after a bit, it makes good sense, and you actually get trending from it (how fast or slow its moving up or down).
If you are hooked on the digi readout (it is easy to interpret, no doubt about it), you could put OAT left, digi-VSI right, and enable the VSI tape. The only time you'd lose the OAT is in a VNAV descent or during a precision approach. Still got that icing thing to consider, but you could always just turn on pitot heat before entering any clouds (regardless of temp...perhaps not a bad idea anyway), and you could always cycle to the full screen display for a moment to check the temp as needed. But play with that VSI tape if you haven't before, its pretty nice.
Like I said, just some thoughts...hope you find a "best of all worlds" solution! Here's a pic from the D100 pilot guide that shows the Modern display, and has the VSI tape on, CDI+GS on, and the OAT/DA/TAS in the right info block:
Sure sounds like you're getting a lot out of the new 10, as well as the Dynon EFIS and all the capabilities! For gadget guys, it's like being a kid in a candy store, isn't it!?!!
Cheers,
Bob
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Last edited by rvmills : 03-21-2010 at 02:33 AM.
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03-21-2010, 06:06 AM
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Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
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Thanks to a kind RV'er...
.....Dan Burdette from Ok, I think I've found the communication problem betwen the 430W and the D-100.
I had forgotten how to enter the "setup" mode on the 430 but he told me how...you hold the 'enter' button while you turn the unit 'on' with the volume/on/off knob. On the ARINC 429 page, all my settings were correct, except the last one labelled
'VNAV Enable labels'....mine was 'disabled', so I changed it. I'll go fly and report back whether or not I have GS shown during LPV approaches.
You're right, Bob....this stuff is fantastic....for a 64 year old stick like me to learn all these old dog/new tricks, is a fun experience....and Jenny was equally impressed with the LNAV readout on the 27 approach Friday to KAHN to visit my son and grandkids
Thanks,
__________________
Pierre Smith
RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15 Sold
Air Tractor 402 PT-6-20 Sold
EAA Flight Advisor/CFI/Tech Counselor
Louisville, Ga
It's never skill or craftsmanship that completes airplanes, it's the will to do so,
Patrick Kenny, EAA 275132
Dues gladly paid!
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03-22-2010, 10:30 AM
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Join Date: Oct 2007
Location: Sacramento, CA
Posts: 3,351
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One thing that I am interested to know is that under what condition one can loose the glideslop when is on LPV approach.
The other day I was on a GPS approach which I had both L&V needles. Just before FF (I think), I lost the vertical needle and when I looked at the 430, LPV had changed to LNAV. I am wondering, did my satellite coverage changed or ...?
__________________
Mehrdad
N825SM RV7A - IO360M1B - SOLD
N825MS RV14A - IO390 - Flying
Dues paid
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03-22-2010, 01:58 PM
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Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
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It would seem to me....
....that if you had vertical guidance all the way down to the point where you lost it, if you were below the LNAV minimums, but above LPV minimums, you'd still be legal since you had guidance to that point.
Good question...anybody else?
Thanks,
__________________
Pierre Smith
RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15 Sold
Air Tractor 402 PT-6-20 Sold
EAA Flight Advisor/CFI/Tech Counselor
Louisville, Ga
It's never skill or craftsmanship that completes airplanes, it's the will to do so,
Patrick Kenny, EAA 275132
Dues gladly paid!
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03-22-2010, 02:02 PM
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Join Date: Jun 2005
Location: Cedar Park, TX
Posts: 3,156
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Quote:
Originally Posted by Bavafa
One thing that I am interested to know is that under what condition one can loose the glideslop when is on LPV approach.
The other day I was on a GPS approach which I had both L&V needles. Just before FF (I think), I lost the vertical needle and when I looked at the 430, LPV had changed to LNAV. I am wondering, did my satellite coverage changed or ...?
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In which case, you may downgrade and continue the approach to LNAV minimums. If you've already passed LNAV minimums at any point in the approach, you're required to go missed.
__________________
Scott Card
CQ Headset by Card Machine Works
CMW E-Lift
RV-9A N4822C flying 2200+hrs. / Cedar Park, TX
RV8 Building - fuselage / showplanes canopy (Done!)
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03-22-2010, 11:35 PM
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Join Date: Oct 2007
Location: Sacramento, CA
Posts: 3,351
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The time that this happened, I was not any where close to my minimums. I was tracking both needles (fairly centered) that my vertical needle disappeared. I looked at the 430 and it was displaying LNAV on the right lower corner whereas earlier was displaying LPV, so I continued with the approach and used the LNAV min. as my guide.
Later on, I asked my instructor if he had pushed any thing or caused it (thinking that he was testing me) and he said no. I am curious to know under what condition one could loose LPV and go to LNAV while on an approach.
__________________
Mehrdad
N825SM RV7A - IO360M1B - SOLD
N825MS RV14A - IO390 - Flying
Dues paid
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03-23-2010, 08:26 AM
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Join Date: May 2005
Location: Rochester Hills, MI
Posts: 879
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Quote:
Originally Posted by Bavafa
The time that this happened, I was not any where close to my minimums. I was tracking both needles (fairly centered) that my vertical needle disappeared. I looked at the 430 and it was displaying LNAV on the right lower corner whereas earlier was displaying LPV, so I continued with the approach and used the LNAV min. as my guide.
Later on, I asked my instructor if he had pushed any thing or caused it (thinking that he was testing me) and he said no. I am curious to know under what condition one could loose LPV and go to LNAV while on an approach.
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WAAS does an ongoing internal accuracy check, and if anything happens to the WAAS signal, it automatically drops down to LNAV mode (from my G1000 training).
Maybe the space station was passing by and blocked your signal for a few seconds  So just blame Ironflight 
Sounds like a question for Garmin.
__________________
Dennis Glaeser CFII
Rochester Hills, MI
RV-7A - Eggenfellner H6, GRT Sport ES, EIS4000, 300XL, SL30, TT Gemini, PMA6000, AK950L, GT320,
uAvionixEcho ADSB in/out with GRT Safe Fly GPS
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03-24-2010, 07:21 PM
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Join Date: Jan 2006
Posts: 192
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This happened to me a lot at first. Before committing to the approach I would check my sat strength by rotating the inner knob all the way right. If I did not have at least 80% strength on the satellites then I knew I was going to be downgraded. I moved my GPS antenna to a better location and now all is golden. The WASS is very picky about signal quality especially with LPV.
__________________
Jeff Beckley
Des Moines Iowa
Van's RV-7A
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03-24-2010, 08:19 PM
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Join Date: Oct 2007
Location: Sacramento, CA
Posts: 3,351
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Thanks all for the clearfication. It has happened to me only that one time but I will keep an eye on it and monitor signal strenght more often.
__________________
Mehrdad
N825SM RV7A - IO360M1B - SOLD
N825MS RV14A - IO390 - Flying
Dues paid
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