Mike: There are three categories of flying a course in the Skyview (and they are typical to just about every system like it). They are: HDG - follows a magnetic heading, just as you would if you were flying by reference to a compass/gyro TRK - uses the GPS to fly an exact course across the ground. NAV - uses the GPS to fly an exact route across the ground. HDG is the only one that is affected by a crosswind - both TRK and NAV use the GPS and automatically correct for crosswinds. In any given GPS, including both Garmin and Dynon, direct-to is actually a NAV function. In the Skyview, using direct-to actually creates a flight plan with a single waypoint. So, direct-to with a GPS is not the same as a HDG setting in that the GPS direct-to automatically corrects for a crosswind. I appreciate you bringing it up - I will address it specifically in a future video. It is an important distinction.
Great video! Questions: - Regarding updates: Is there a way the Dynon can connect to the internet (maybe using some Wi-fi Dongle or something) and download the firmware or the more often map updates? Assuming you have access to wi-fi at your hangar or at some point in the airport. - Is there a shortcut to go back to the home screen no matter what you are doing or how deep down in the menu? - Is that a STALL alarm in the middle of the screen? - Is the green "Spar P" an indicator that the wings are locked? if so, very helpful to have this information on the Dynon. How hard is it to lock? - Instead of using the "Direct To" button, could you instead just use your finger and press on the top of the airport on the map? I believe that knowing exactly how to use and taking advantage of such great avionics is the right way to go. Thank you for sharing your love for aviation with us.
Cost, panel space, and ForeFlight. The Rotax on my plane doesn’t have a vacuum pump, so there’s that too. ForeFlight also has a mock six pack screen too, although it requires flight data from the Skyview. It would be useful if the screen died but the ADHRS data was still present. The thing is, though, that I never fly in IMC - strictly VFR. The risk of the Skyview dying at just the same time that I accidentally enter a cloud (which has never happened in 1,000+ hours of flying) seems pretty low. In VMC, the RV-12 is very easy to fly and I have flown it for over 400 hours - I’m pretty confident that I could fly it without instruments if I had to. I also carry a spare GPS (iFly 720).
It could, but it would be a lot more work and it would change its category from E-LSA to E-AB. There are plenty of E-AB RV-12s out there - I think the far bigger reason not so would be all of the engineering you would have to do.
Better living through science..........it is wonderful , until your alternator quits and your battery goes dead.........all the navigation stuff just makes the pilot get less proficient at paper and pencil navigation.........nice product..
This is true, but it is also something that can be mitigated. The Skyview has a 45 minute backup battery, and I also carry an iFly 720 as a backup. The riskier dependency trap is the autopilot. The RV-12 is relatively skitterish and it can take a lot of attention to fly long distances on days when there is a lot of thermal activity. An autopilot dependency can cause short attention span WRT to managing heading and altitude, and it also degrades the ability to multitask. It's pretty easy to get distracted with the buttonology of the Skyview to the degree that you aren't paying enough attention to the flight attitude. I believe 100% that this equipment strongly enhances safety, but there are still risks in becoming overly dependent on it.
And the legacy steam gauges made us less proficient at celestial navigation. And planes make us perhaps less proficient at cars. And the internet you are currently on makes us less proficient at reading books. And engine gauges make us less proficient at guessing what happens in the motor. And FAA inspectors make forward thinkers less proficient at improving certified aircraft with innovation. It happens. Curmudgeons, Luddites, and innovators will all survive, in spite of their differences.
Mike: There are three categories of flying a course in the Skyview (and they are typical to just about every system like it). They are:
HDG - follows a magnetic heading, just as you would if you were flying by reference to a compass/gyro
TRK - uses the GPS to fly an exact course across the ground.
NAV - uses the GPS to fly an exact route across the ground.
HDG is the only one that is affected by a crosswind - both TRK and NAV use the GPS and automatically correct for crosswinds.
In any given GPS, including both Garmin and Dynon, direct-to is actually a NAV function. In the Skyview, using direct-to actually creates a flight plan with a single waypoint. So, direct-to with a GPS is not the same as a HDG setting in that the GPS direct-to automatically corrects for a crosswind.
I appreciate you bringing it up - I will address it specifically in a future video. It is an important distinction.
Great video! Questions:
- Regarding updates: Is there a way the Dynon can connect to the internet (maybe using some Wi-fi Dongle or something) and download the firmware or the more often map updates? Assuming you have access to wi-fi at your hangar or at some point in the airport.
- Is there a shortcut to go back to the home screen no matter what you are doing or how deep down in the menu?
- Is that a STALL alarm in the middle of the screen?
- Is the green "Spar P" an indicator that the wings are locked? if so, very helpful to have this information on the Dynon. How hard is it to lock?
- Instead of using the "Direct To" button, could you instead just use your finger and press on the top of the airport on the map?
I believe that knowing exactly how to use and taking advantage of such great avionics is the right way to go.
Thank you for sharing your love for aviation with us.
Good video keep them coming
Thanks ..all the main usage requirements in 18 mins ....
Very nice! I wish I could practice this without the engine running,
Why not have the 6-pack vacuum gauges as a backup if you only have the one EFIS screen?
Cost, panel space, and ForeFlight. The Rotax on my plane doesn’t have a vacuum pump, so there’s that too. ForeFlight also has a mock six pack screen too, although it requires flight data from the Skyview. It would be useful if the screen died but the ADHRS data was still present. The thing is, though, that I never fly in IMC - strictly VFR. The risk of the Skyview dying at just the same time that I accidentally enter a cloud (which has never happened in 1,000+ hours of flying) seems pretty low. In VMC, the RV-12 is very easy to fly and I have flown it for over 400 hours - I’m pretty confident that I could fly it without instruments if I had to. I also carry a spare GPS (iFly 720).
I LOVE THE 6 PACK, got dman it!
Very cool.
Can the RV12 be built with just simple gauges?
It could, but it would be a lot more work and it would change its category from E-LSA to E-AB. There are plenty of E-AB RV-12s out there - I think the far bigger reason not so would be all of the engineering you would have to do.
Not a good camera placement!
Does EMP kill the display ?????........
Better living through science..........it is wonderful , until your alternator quits and your battery goes dead.........all the navigation stuff just makes the pilot get less proficient at paper and pencil navigation.........nice product..
This is true, but it is also something that can be mitigated. The Skyview has a 45 minute backup battery, and I also carry an iFly 720 as a backup. The riskier dependency trap is the autopilot. The RV-12 is relatively skitterish and it can take a lot of attention to fly long distances on days when there is a lot of thermal activity. An autopilot dependency can cause short attention span WRT to managing heading and altitude, and it also degrades the ability to multitask. It's pretty easy to get distracted with the buttonology of the Skyview to the degree that you aren't paying enough attention to the flight attitude. I believe 100% that this equipment strongly enhances safety, but there are still risks in becoming overly dependent on it.
And the legacy steam gauges made us less proficient at celestial navigation. And planes make us perhaps less proficient at cars. And the internet you are currently on makes us less proficient at reading books. And engine gauges make us less proficient at guessing what happens in the motor. And FAA inspectors make forward thinkers less proficient at improving certified aircraft with innovation.
It happens. Curmudgeons, Luddites, and innovators will all survive, in spite of their differences.