Will,
Not to beat a dead horse. But here is a bit of data on what I did for bac
kups:
I installed a Dynon Eng Management System as a backup and made a relay to s
witch on Brown=92s plane, and a complete set of 2 =BC for 419PL with a seco
nd set of sensors.
Relay board details are shown as attachments above.
419PL was interesting as it was analog:
Tach was off of the ignition lead with a simple switch to the Blue Mountain
or UMA guage.
Manifold pressure was split off a Tee.
Oil Pressure was off a Tee with two pressure sensors on the Pax footwell.
Oil Temp was off the Rotax oil temp and the other was installed in the retu
rn line to the tank.
Cylinder temp just had one on the #2 and the other on the #3 cylinder senso
rs.
Volts and Amps combined gauge off a separate shunt.
Fuel Pressure was off a Tee.
It took too much room for a complete set of gauges so an enlarged panel was
built.
The extra Dynon or EIS with a relay made for panel space but time making th
e relay.
You have thought about your engine, prop and turbo control.
True, to get you to a safe landing or reboot your cooled off Dynon what do
you really need.
Airmaster Prop controls RPM is right.
Manifold Pressure is right as you have a manual turbo and that would be goo
d to have to adjust if climbing and had to return to landing.
If the alternator and battery quit, so does the engine. Surprise! So why
get all tensed up.
Oil Pressure and Temperature as well as head temp is nice as the Rotax runs
90 seconds without oil and 30-45 minutes without coolant, best case.
That means to continue a flight, manifold gauge, oil pressure and a temp ga
uge which switches from oil temp to cylinder temp are a must.
Be Patient! To keep it simple, fix the reboot problem and press on is what
I will do from now on if an Engine Management System is lost. If confront
ed with its failure: I will use the prop and known throttle position. (I
have a stop at 100% built into my throttle so I know what max continuous th
rottle position is.) If the power is out completely, the prop freezes, fly
known pitch settings outside, listen to the engine, set the throttle at kn
own positions, land as soon as conditions permit. Then fix it.
Sorry to say there are no right answers. The problem with the reboot is pr
obably simple. The iLevil is great when combined with an App on your phone
or iPad for backup nav, attitude, and if you have a GRT EIS, engine monito
r info is available with a backup battery, so you have engine instrumentati
on as well in the event of panel power failure. If on such a backup power
only emergency, one should still land as soon as possible rather than press
on.
Regards,
Bud Yerly
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From: Bud Yerly<mailto:budyerly@msn.com>
Sent: Thursday, January 25, 2018 10:26 AM
Subject: RE: Europa-List: Back up engine instruments
Will,
The iLevil to date only works with Grand Rapids EIS and displays that infor
mation. I do not believe they interface with Dynon. Of course it is anoth
er object to install. It has to be level and aligned to work properly as a
ny AHARS.
I won=92t get any more into who is better than who. None of them are bulle
t proof, but I always look beyond the window dressing in advertising and lo
ok at what has always worked.
Have you troubleshot your Skyview yet?
My thoughts only:
First update the Dynon. Laptop and serial analog plug-in required. I neve
r install a Dynon without the engine and EFIS update plugs wired in.
2. Disconnect all other items from the EFIS. That=92s radio, transponder,
ADS-B, autopilot, AOA, and all that clutter.
Does it work as an EFIS alone? Does the Engine monitor work on its own?
3. Turn on each interface component until an instability is found.
4. Work with Dynon on a patch.
Been there, done that in the past.
Back up instruments. Very few all in one engine monitors other than the ob
vious (Dynon EMS, GRT EIS, MGL, AvMap, and many others) which all work acce
ptably. I have used the Dynon EMS as a backup with a hand made 20 item inp
ut relay switch because of the Dynon Skyview/FD 180 mistrust. Dynon believ
es their EMS in the Skyview is fail safe, but if the system reboots or goes
blank, a backup was necessary in my opinion. (Also a attitude backup was
installed.) Dynon only believes in a PFD backup.
You cannot hook any resistance engine sensors to two separate engine monito
rs, you must switch the input or add a second sensor. I=92ve done both. N
ot fun either way. Manifold pressure is easily split with a T.
I have always used a UMA MP gauge in a backup or primary gauge. Do not buy
an automotive boost gauge. These auto boost type or vacuum gauges are ven
ted to the atmosphere, get a MP gauge that is sealed or absolute (made that
mistake when I purchases a cheap Mitchel MP gauge, and A/C Spruce advised
the purchase).
Best Regards,
Bud Yerly
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From: William Daniell<mailto:wdaniell.longport@gmail.com>
Sent: Wednesday, January 24, 2018 10:35 PM
Subject: Europa-List: Back up engine instruments
Following the unbidden rebooting of my SkyView I have ordered a levil.
What is the group think on the minimum back up engine instruments?
My thinking is that the airmaster should keep the Rpm under control so I do
n't need Rpm.
However I do need MAP to avoid overboost given that I have a manual wastega
te. And I figure on an oil temp gauge. And that's it.
Will
(By the way does anyone know of a map gauge that works with the dynon elect
ric sensor?)
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