Yesterday was a happy accident. I was scrounging some exhaust gaskets at AvTech, when I overheard a conversation that an AvTech alum was bringing his transponder and static check equipment to KMDH. I asked to be put in the queue and as luck would have it, I was in.
John checked at least two C-172, I think a C-182, an LSA, a Cherokee 140, and the mighty Q-200. All in a matter of a few hours.
This was particularly great, since I wasn't really sure how accurate my systems were. In the conversion, I had discarded the altitude encoder and now use the Dynon D180 with the gray-code (whatever that is) converter for altitude encoding. I had no way of knowing if it was even wired correctly until the checks had been done.
We hooked everything up and John fired up his test device and gloriosky! The transponder and altitude reporting were spot on.
Next, he checked altitude calibration. At 10,000 feet, the Dynon was only off by 20 feet (10,020 ft.), which was well within specs.
Finally, we did the airspeed calibration, and this was the happiest news. My airspeed indicator is reading a little low, so when the airspeed indicator reads 196 mph, I am actually going 200 mph! I just got four more miles an hour!
It's the little things in life.
Excellent.
Showing posts with label Dynon D180. Show all posts
Showing posts with label Dynon D180. Show all posts
Saturday, September 26, 2009
Saturday, October 25, 2008
All Things Electrical
I've been trying to concentrate on all of the electrical items from the firewall aft. This is cool, since I am actually bolting parts on the airframe, and the piles of parts in boxes are getting smaller.
With the exception of the wiring, I have the instrument panel largely complete. The Biggies are; handheld GPS dock for my old Garmin GPSMap196, Dynon D180, ICOM A210 Com., Transponder, and RWS ECU programming panel. You will also notice about 20 pounds of switches, used to control the ignition/injection/fuel pumps. As always, click on the photo for more detail
.
On the backside of the panel, you can see two fuse blocks, a couple of diode sets and a couple of switching relays.
Throughout the airframe, I've also installed the engine and battery busses and contactors, the voltage regulator and filter capacitor and the big ammeter shunt device.
Soon, I'll get some preliminary wiring done on the panel, then get it permanently installed.
The biggest challenge, right now, is sizing the batteries. My load analysis shows that I'll need about 13 amps to keep this thing in the air. To make my system redundant, I'll need a backup battery capable of delivering 13 amps for a half hour. Yeauch!
I figured out how and where they should go, I just hate adding all that weight.
Sandy said I should just eat less and get some exercise and not worry about the battery.
With the exception of the wiring, I have the instrument panel largely complete. The Biggies are; handheld GPS dock for my old Garmin GPSMap196, Dynon D180, ICOM A210 Com., Transponder, and RWS ECU programming panel. You will also notice about 20 pounds of switches, used to control the ignition/injection/fuel pumps. As always, click on the photo for more detail
.
On the backside of the panel, you can see two fuse blocks, a couple of diode sets and a couple of switching relays.
Throughout the airframe, I've also installed the engine and battery busses and contactors, the voltage regulator and filter capacitor and the big ammeter shunt device.
Soon, I'll get some preliminary wiring done on the panel, then get it permanently installed.
The biggest challenge, right now, is sizing the batteries. My load analysis shows that I'll need about 13 amps to keep this thing in the air. To make my system redundant, I'll need a backup battery capable of delivering 13 amps for a half hour. Yeauch!
I figured out how and where they should go, I just hate adding all that weight.
Sandy said I should just eat less and get some exercise and not worry about the battery.
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