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  #11  
Old 07-20-2011, 05:03 PM
Moura Moura is offline
 
Join Date: Oct 2009
Location: Uberaba, MG, Brazil
Posts: 122
Default

I have a 2x 10 inch setup and I like to set the twisting knobs in following order from left to right. HGD / ALT / BARO / DIM.

I also have set the AP to descend at a default 300fpm but for some reason it always obeys the vertical speed bug. Anyone having similar issue?

Always have the right screen on engine monitor and left with 80% flight info and 20% engine.
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  #12  
Old 07-20-2011, 08:16 PM
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marchudson marchudson is offline
 
Join Date: Feb 2006
Location: East Texas
Posts: 187
Default Verify

Paul

One thing I would tell the guy/gal is to verify what you are changing with the knob BEFORE turning it. My personal preference is to never leave the menu for a knob left on BARO.

For instance, when needing to change the baro, I push up on one of the knobs so the selection menu will show then I continue to push up till BARO is highlighted. I then turn the knob to input the correct setting. I then immediately push up or down on the knob again to select MY default menu setting.

Can't tell you how many guys complained on the Dynon site about inadvertently changing the altimeter while trying to twist in a new heading.

This won't at all hurt your "new to this system" pilot. It will just frustrate him if not aware.

Honestly, the Skyview is very easy to fly and on my first time around the pattern with it, I just concentrated on airspeed and altitude until my scan got fast enough to process more data.

Hope this helps.
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  #13  
Old 07-20-2011, 11:26 PM
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dkol dkol is offline
 
Join Date: May 2010
Location: Richmond, Ky
Posts: 66
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I have a 7" Skyview in my -4 that i had installed about 6 months ago. First time up was my first flight with a glass cockpit but I had spent a fair amount of time sitting on the ground familiarizing myself with the system. One thing I think that helps is to run some scenarios where you go through a simulated flight. For me that meant the difference between accidentally changing the sequence of the various screens on the ground vs. doing it in the air where it would have been distracting. I also think the system is easy to use and fairly intuitive. It can be a bit captivating at first but as some others have mentioned, reduce the amount of information you're displaying and it makes life easier. I also run 80% EFIS and 20% EMS during takeoff and landing. Another thing that might help is to take a good quality video of a run around the pattern that clearly shows the screen(s)..or better yet, take them for a run around the pattern. Even in my -4 the back seat passenger has a good view of the Dynon. It is definitely good to know the reset buttons by heart, but the only real problems I've had with mine so far is on very cold days when I had to do a reboot or two.
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  #14  
Old 08-25-2012, 06:35 AM
lolachampcar lolachampcar is offline
 
Join Date: Aug 2011
Location: West Palm Beach Florida
Posts: 10
Default

I do a similar thing (still flying off Phase 1) and have the screen menu active so I can press Map quickly if I get a traffic alert (have Dynon's transponder). Hit the Map again and it toggles back to PFD/Engine.

Quote:
Originally Posted by schristo@mac.com View Post
For the famously skilled RV pilot without SkyView time...
set the primary screen up as 20/80 with engine instrumentation and PFD, do not display synthetic vision, or the map, to reduce noise and clutter. Very easy to see all of the Expected flight and engine data, it is very familiar, and there is no need to press any buttons in flight... once comfortable with the basic setup start exploring the menus; they are straight forward and quite intuitive for screen display, layout, PFD function, and basic auto pilot... come back with questions.
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  #15  
Old 09-05-2012, 12:08 PM
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GalinHdz GalinHdz is offline
 
Join Date: Mar 2010
Location: KSGJ / TJBQ
Posts: 1,529
Default First few flights

If you have 2 displays, don't touch the one in front of the pilot during your first few flights. Us it as a simple electronic AI with AS and ALT and do all your "touching" on the second display. This way you reduce the impact of any "Aw Sh_t" moment will accidentally have until proficient while flying. As you get better with turning knobs and pushing buttons then do them on the one in front of the pilot. You will quickly learn what you can change on one display that is passed on to the other and what isn't.
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  #16  
Old 09-21-2012, 11:26 PM
jimgreen jimgreen is offline
 
Join Date: Apr 2006
Location: Vancouver island, BC Canada
Posts: 378
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I have a Dynon D100 and AP74 which has a value knob to set baro hdg and alt.
After repeatedly messing up the altimeter setting when trying to set a new heading I altered the behaviour in settings so I have to press the value knob once for baro, twice for hdg and three times to set altitude.
Now I don't screw up nearly as much!
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  #17  
Old 11-28-2012, 07:16 PM
Rustynnuts Rustynnuts is offline
 
Join Date: Nov 2012
Location: Cairns Qld
Posts: 1
Default 6 pack to glass transition

Hi folks
My problem is somewhat reversed on the intention of this thread but still relevant.
I am a low time pilot who has mainly flown behind the excellent Dynon D180. The amount of reactive indications that change based on other changes such as oil pressure and temp are too good to leave behind.
My suggestion is that it would be fantastic if the flight screen could be set up to mimic a 6 pack. This would allow transitioning pilots a "no finger poking" setup to adapt to the plane first then the glass instruments. It would also allow me to "fly" a 6 pack for training but retain all the excellent functions of glass panels. Or configure one panel each way.
My need is that I am working towards an instrument rating but the training requires steam gauges which I prefer not to install in my aircraft for the required 500 hrs of VFR prior to the private IFR rating.
I know there are lots of planes out there travelling perfectly well with a 6 pack but there are steam tractors that work perfectly well still also. That doesn't mean I am going to make one my daily drive, nor am I about to learn morse code.
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  #18  
Old 11-29-2012, 10:50 AM
jimgreen jimgreen is offline
 
Join Date: Apr 2006
Location: Vancouver island, BC Canada
Posts: 378
Default

Interesting. I'm not sure mimicing the 6 pack will completely solve the problem. I guess it depends how up to date your steam gauge ride is.
Will it have an RMI ?vertical card gyro? ILS display?


Mechanical instruments behave differently, especially altimeter and VSI. Can be quiite annoying watching a VSI making it's mind up which way to point.
Then there is the DG. Got to remember to resynch.

Good grief! Just thinking about it makes you realise how spoiled rotten we are with this new stuff.
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RV7 tip up
IO360 Whirlwind 200RV
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  #19  
Old 03-27-2013, 11:28 PM
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GalinHdz GalinHdz is offline
 
Join Date: Mar 2010
Location: KSGJ / TJBQ
Posts: 1,529
Default Skyview Dual Display Tip

Here is how I use my dual display Skyview with transponder, EMS, ARINC-429 and ADSB.

1 - Set up the Pilot display with PFD and Map page (50/50)
2 - Set up the Co-Pilot display with PFD and EMS page (50/50)

Before engine start, press the SWAP button so the Pilot display has PFD and EMS pages (50/50) while Co-Pilot display has PFD and MAP (50/50). Now the needed information for engine start, taxi, engine run up and takeoff is displayed in front of the pilot. At this point the Pilot really needs EMS page information and doesn't really need MAP page information.

After takeoff just hit the SWAP button and now it looks like the EMS page was replaced by the MAP page for the Pilot while the MAP page was replaced with the EMS page for the Co-Pilot. Both displays keep the PFD in the same location and it looks like it never moved.

Whenever you want to look at an engine parameter in flight, just hit the SWAP button and the EMS page replaces the MAP page without affecting the PFD page. Hit the SWAP button again and the MAP page replaces the EMS page again without affecting the PFD page.

Before landing, press the SWAP button so the Pilot display has PFD and EMS pages (50/50) while Co-Pilot display has PFD and MAP (50/50). Now the needed information for landing, taxi and engine shut down is displayed in front of the pilot. At this point the Pilot doesn't really need MAP page information anymore and has good shutdown information on the EMS page.





AND it gives you a "pseudo portrait layout" in a side by side format. It works really well for me.


Last edited by GalinHdz : 11-29-2016 at 09:03 AM.
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  #20  
Old 03-23-2015, 01:46 PM
Keith Williams Keith Williams is offline
 
Join Date: Mar 2008
Location: Milan, Illinois
Posts: 123
Default Flight Planning with Skyview and GTN650

I recently changed my IFR RV6 from analog (2 King navcoms. GX55 IFR GPS, TruTrak Pictorial Pilot and AlTrak) to digital (Dynon Skyview, Com, TXP, ADSB and D6, Garmin GTN 650). My old set-up worked well but I built an RV12 a couple of years ago and liked the Skyview and ADSB enough to upgrade the RV6 as the “next project”.

After getting the RV6 up and running last Fall I am now trying to learn to use the new stuff. I have watched the Garmin tutorials, gone through the Pilot Workshops manual with the GTN Ipad trainer and watched the Skyview course on YouTube. So I have a start at it. But it is harder than I expected.

To help move things along I am looking for tips on using this combo. The question of the moment is the best way to load and use flight plans. This is in two parts:

1. Making the flight plan. I enjoy flying the airways. With my prior system I would print off the DUATs plans and follow along step by step, checking off progress the DUATs nav log and paper charts. After playing with the Ipad and the map in the GTN it seems to me that the DUATS approach is still good, using the mobile version of Duats on the Ipad and copying the plan to the GTN. I see the airways feature in the GTN will make that easy, entering the airways and exits. Then I can follow along on the GTN instead of with the paper map. I would appreciate your suggestions of better ways to do this – perhaps Skyview or Ipad maps or other tools for flight planning .

2. Flying the flight plan. With the plan in the GTN I can select the GTN as the source for the plan displayed on the Skyview map.

Then I think I will have three possible sources for the HSI (and the autopilot guidance?) – GTN GPS, GTN VOR, or Skyview GPS. My inclination is to select the GTN GPS as it is the most reliable, although I plan to tune and monitor the VOR as backup. In practicing ILS approaches I get a GTN message that GPS info is just for monitoring. I am thinking it would be legal to use the GTN GPS as my primary source in route.

I expect there will be real value in following the flight on Skyview and using its features while in route (once I learn about those features). I would appreciate suggestions or tips about using the Skyview features.

This post got longer than I expected. Basically, I am just looking for suggestions in using these systems (the theme of this thread). Thanks for whatever comments you may have.
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Built RV6 #756, 1989-99, flew until selling 5/2016.
Built RV12 #533, 5/2011 to 11/2012, flying
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