12/16 First Flight with new panel

Dynon repaired the EMS-d10 (solder joint problem) and returned it Friday afternoon so we were able to get everything installed again this weekend. I removed the Trio Autopilot to send back to Trio to get the latest firmware updates. I also removed the panel on Saturday and painted it black (the color RV4chick requested).

The RV-4 is ready to go after being down for so long.

We flew to Casa Grande for some cheaper fuel (4.17) versus >5.00 and then to Marana Regional for lunch and then back to Phoenix. Total time about 1.5 hours.
Dynon tries to preserve your settings when you send a unit back, but with mine all of the settings were wiped out so I have to reprogram then because I had not downloaded them to a laptop yet as Dynon suggests. I will definately do that when I get everything reprofiled.
Everything went well. It was really neat to see the TAS, density altitude and relative winds aloft on the Dynons. It felt very strange to fly with the digital readouts instead of analog gauges. Its going to take some time for us to get comfortable with the new setup. One thing that the Dynon EMS showed us was a 60 degree difference between our hottest and coolest cylinder in flight. We will have to redo the baffles to try to get the temperatures evened out.
The VP-100 worked great. It showed about 6 amps being used with all normal daytime avionics powered up in flight including strobes.

This week I will work on recalibrating everything for the Dynons again and making backups so I can restore the settings in the future if needed. I am also ordering the backup battery from Dynon for the EFIS. This coming weekend RV4chick will finally get to fly her RV-4 after all of the changes I made to it and I can get back to finishing the other RV-4 I am currently building. Hope she likes it.

12/9 VP-100 Start Up Sequence

I thought that while I was waiting for the Engine monitor to arrive, I would show how I use the VP-100 during engine start.
I have decided my start sequence is with all buttons on the VP-100 switch panel turned off.
The first step to to press and release the button on the VP-100 switch panel to turn on the VP-100. The VP-100 goes thru its test sequence and then shows the current volts and amps being used and the button turns green.

The next step is to run the boost pump which primes the line to the carburator. I currently have the boost pump on switch 3, but it can be programmed to any of the buttons. You can see that my volts dropped from 12 volts to 11.7 and the amps increased from .5 to 1.3 amps while running the boost pump.

The next steps are mixture rich, crack the throttle and use the keyed ignition switch to start the engine. When the engine starts, I move the first switch from its center position to the up position. This engages the primary alternator. If I moved the first switch to the down position, it would engage the backup alternator.
The volts now show 14.4 volts and indicate that the alternator is charging the battery.

Turning on switch 2 engages the rest of the avionics. The switches have a colored led in the tip of the switch. A green light indicates there are no problems with the circuits that are controlled by the switch. If there is a problem, the led at the end of the switch turns red.

With every light and avionics engaged, the RV-4 uses 24.6 amps. The Plane Power 60 amp alternator should be able to handle this load with no problem.

For shutting down, I turn every switch off and then mixture to idle to stop the engine and mags off.

Final step is to hold the button on the VP-100 in for about 3 seconds and then the VP-100 turns off.
The starting sequence is really not that much different from our old system, but for the first time, we am really aware of what is going on with the electrical system. If any problems show up, the VP-100 will alert us immediately. Between its monitoring of the electrical system and the engine monitoring of the Dynon EMS, and the Garmin 496 audio warnings, hopefully, we will know right away when any problems occur and we can spend more time looking outside the cockpit instead of at the instruments.

12/8 Garmin 496 audio hookup

When I went to the airport last Sunday to fly, the Dynon EMS would not boot up. So I overnighted it to them last Monday. I am expecting it back this week so we should finally be able to get 53L back in the air.
I decided to hook up the audio output from the Garming 496 to the intercom while we am waiting. The Garmin 496 outputs a stereo signal through a 1/8 " stereo female connector on the back of it. Since my PS1000 II intercom is mono, I needed to adapt to it.
This required a trip to Radio Shack to pick up a 1/8 stereo male to male extension and a 1/8 female stereo to 1/8 male mono jack.

Its only a short distance from the Garmin 496 to the aux jack for the intercom so I didnt need a very long cable. Radio Shack had a 1 ft connector so I was in luck.

The "Sound" setup menu for the Garmin controls the sound options.
I turned the Audio Volume up about 3/4 of the way and turned the Terrain Audio to On.
I left the TIS Audio off since I dont have a mode S transponder connected yet.
The Audio Jack option has two settings Headphones or Line Out. I used the Headphones settings and a set of Sony Walkman ear buds to test the sound, but changed the setting to Line Out for the connection to the intercom.

The next screen shows the "XM" setup. We havent activated the XM music subscription yet, but there are still 4 channels that you can receive without a subscription. A preview, news, sports and emergency alert channel. These channels work real good to test the audio output.
When you press the "Menu" key while in this screen, an option pops up that lets you mute or enable the sound.

The audio output worked great on the PS1000 II intercom. Whenever a radio transmission is received it mutes the audio from the GPS and then gradually increases the volume back to the original level after the radio transmission ceases.
Alerts will also sound through the intercom. Garmin uses a female voice to announce the alerts as well as a tone.