I have just remove a GRT Horizen, circa 2003-4.
It was showing its age and refused to boot onetime when I left aircraft in s
unshine and console heated up so I suspect it was not happy with too much he
at but never failed in flight.
It also refused to boot one cold damp winters day and was a lot happier afte
r I took it home and left in the central heated house for a few days after w
hich it behaved.
Power wise all the units combined seemed to have a current required of about
5 amps.
Replacing with a Kanadia HORIS and EFIS which overall need about 500ma and a
re lot lighter and don=99t appear to get warm after extensive bench ru
nning.
Alan
Sent from my iPad
> On 16 Jan 2018, at 12:37, William Daniell <wdaniell.longport@gmail.com> wr
ote:
>
> Yes the dynon is amazing....but like all computers suffers from bugs. I m
ean if Microsoft with billions of operating systems out there still has maj
or glitches what can we hope from a small volume company like dynon.
>
> Soooo.....what I think one needs, like bud says, is back ups and back ups
for back ups.
>
> The conclusion I have come to after listening to all is a separate battery
powered flight system (levil I think but could me a mini grt) + a Garmin GP
S with turn coordinator.
>
> A handheld radio with headset adapter.
>
> Round guages for key engine parameters like Rpm map oil temp and maybe fue
l pressure amps/volts.
>
> By the way....is there anyway to increase the range of a handheld....grou
nd plane or perhaps to plug an airplane antenna into it?
>
> Once again it is always very useful to share. Thanks
>
> Will
>
>> On Jan 16, 2018 07:17, "Kingsley Hurst" <kingsnjan@westnet.com.au> wrote:
>> Not rebooting but . . . . .
>>
>> I fly quite regularly with a friend who has a Dynon in his aircraft. I m
arvelled at the capability of the instrument until recently when just into t
he second 3.5 hr leg of a trip to fly the Morning Glory in the Gulf of Carpe
ntaria.
>>
>> While on climb to 8500 ft, we encountered a very sharp bump whereupon we o
bserved that the AH was completely inverted. We were in VFR conditions so i
t presented no problem. After flying for some time, it happily remained inv
erted but was operating quite normally otherwise. It was only after we turn
ed it off and on again that it decided to amend its errant ways. We cannot b
e absolutely sure the bump caused the problem but it was immediately after t
he bump that we noticed it.
>>
>> This incident left a horrible taste in my mouth and I cannot help wonderi
ng what would have happened had we been in I.F. conditions. Even with two A
H=99s, it would be very confusing to have one reading normally while t
he other was completely inverted.
>>
>> Just a hiccup I witnessed first hand.
>>
>> Kingsley in Oz
>>
>>
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