Absolutely love your panel, I miss flying a Cardinal.

Thanks for another view of the STEC 3100. Any unusual things you discover with it yet? Also, I thought it has a go around mode. Can you demonstrate that at some point? I see your JPI is displaying an error. Is it a CHT or EGT probe issue? I had an EGT probe error. Turned out to be a loose connection on the connector from the probe to harness (those are found under the fiberglass sleeves by the jugs).

nice

Hello Keith Excellent video. Is it possible to repeat the demonstration of your flight system. A part is your panel view was dark and could not see clearly. Also can you highlight each components that make up your panel and how they are linked to each other. I am researching a glass system for my outdated steam gauges. Thanks

@cardinalflyer

3 жыл бұрын

An interconnect discussion is a great idea, I'll think about that. I'll have to remember! And I expect it to change slightly once Aspen releases their 3100 control software, rumored to be close. As for demonstrating the flight system, hopefully one of my videos will show what you need. I keep upgrading cameras, but it can still be a challenge.

Keith - how where you able to loss your VSI on you panel setup?

@cardinalflyer

5 жыл бұрын

Hello Anthony. I do have a VSI... it is in the Aspen display. I'm not sure that a VSI is really required, but certainly a backup to the electronic one is not required.

Great job on your videos, Keith! I've watched all the ones on the S-tec 3100. At present, my PA-32-300 is at the avionics shop having a 3100 installed after the long wait for the STC. Like you, I also have an Aspen, which prompted my question. In this video at the 4:20-4:25 segment I noticed that you set the altitude pre-select with the 3100 knob. I expected to see the altitude "setting" in the upper right hand corner of the Aspen also change to the same altitude, but it appeared not to change. I was under the impression from Genesys marketing materials that changing the altitude either place would also change the other (Aspen 3100). Have you found this not to be true, or do you have the link disabled, or have I misunderstood the marketing? I would love to hear your experiences and hope you keep posting videos. You have inspired me to post some of my own "learning curve" videos once my install is complete! Thanks...

@cardinalflyer

5 жыл бұрын

The way you describe it is how it will work once Aspen gets their software updated to support this autopilot. That was promised for last Feb, then August, now it's expected early next year. They don't even know the wiring pin-outs yet, so mine is built with an extra wire to be used for that connection once it is done. Aspen tells me they are re-architecting their autopilot interface code so it will be easier to add additional autopilots in the future, but the work on their other new products has delayed that work.

@waynehollar799

5 жыл бұрын

Makes sense. I was told that Aspen was working on software updates that would actually eliminate the need for the ACU altogether, but that it could be a while before it is ready for release. Having waited this long already, I chose to move ahead with what is currently available. Can't wait to see what the GTN750 and Stec3100 are able to do together!!

Question: I'm merely a simmer in XPlane11, not a pilot, but, when you execute a preset approach in say, this or the Garmin G1000, and activate it later as you near your arrival, do you have to set both heading and CRS knob to the runway heading, or, given the approach in those systems are automated, (the type of RNAV or ILS approach where, once activated, the GPS just flies the approach for you, turns to the final, and either executes a full RNAV LPV or ILS approach (the Garmin, at least in XPlane, rolls you over from magenta GPS to Nav1 ILS green automatically as it turns you to final), or, do you never touch the CRS knob or adjustment if executing such an approach? I haven't had to use the CRS knob on these approaches thus far, but I did one recently an ILS, at O'Hare, and the plane as it turned to final, started making a left turn for no reason, and flew the opposite way out of the IAF, and I couldn't figure out why this occurred. Wouldn't touching the CRS knob as you do an automated final, mess up your approach? Don't you want the Garmin or AP or both, to follow its preset approach, including Course (runway heading)? I had several successful ILS Garmin approaches in the Cirrus Vision SF50 jet, and none of them required me to set the CRS, although I always set runway heading for HDG ahead of time.

@cardinalflyer

5 жыл бұрын

Well... different systems are different, but I think your question goes back to the fundamentals of how the approaches work. I would encourage you to get an instrument pilot training book and work through it. OBS = Omnidirectional Bearing Selector... it sets the bearing against which you are comparing your position, but only makes sense on a VOR approach. OBS means nothing for GPS/LPV or ILS approaches as there is only one inbound course line for an ILS or LPV, you are either left or right of that established line. For a VOR approach you set the course to follow with the OBS, for the others it doesn't matter where it is set. Most modern nav systems work by building a series of waypoints then calculating the proper transitions and paths between them. If your sim turned the wrong way then your waypoints or transitions must have told it to. Most likely you were set up to do a 'full approach' rather than 'vectors to the approach' which in many cases would intercept the inbound course outbound, do a procedure turn then descend inbound. There is a lot more to learn about this than can be exchange in youtube comments... good luck in your learning quest!

@thiscorrosion900

5 жыл бұрын

Keith Peterson I see! I was studying more last night on all of this, OBS and VOR nav. as well. I think it was a glitch in the sim.: normally a full Vector RNAv or ILS approach just brings you right in. If it suddenly reversed course, something is drastically wrong.

@cardinalflyer

5 жыл бұрын

@@thiscorrosion900 No, read further. Depends on how you are feeding the approach. If you are vectored to the outer market and cleared for a full approach they will expect you to outbound at the market then do a procedure turn and descend inbound. If you are coming from an initial approach fix or vectors to the approach then you should come right in. I know it's confusing, but imagine an approach in a mountain area where you have to do it all in a valley, that's when controlling the cleared airspace becomes critical.

@thiscorrosion900

5 жыл бұрын

@@cardinalflyer I fully understand. I've done tons of flights to Innsbruck and Telluride on XPlane, so I know how to execute those type of approaches. The approaches I've been doing in the Garmin G1000 are the latter type, straight in from IAF. The GPS just brings you in, you make sure you're at the right altitude by the IAF, or FAF, and that's that. Usually, it works like a charm. But I've seen some anomalies on the sim. but it could be for all sorts of reasons. It's glitchy at best. RNAV seems to work the most fool-proof, but ILS is fine in general, especially working in tandem with the Garmin GPS. Really it's quite easy, just make sure you're at the right Alt., set heading bug, and hit APR at the right time, and that's usually all it takes. The annunication in the G1000 on the Cirrus Vision jet in XPlane is usually quite good, though it doesn't have every feature as in the real life versions.

@thiscorrosion900

5 жыл бұрын

@@cardinalflyer I'm always selecting Vectors approach on the Garmin thus far, no matter what it is, so haven't done one yet where you select an intersect waypoint instead.

Keith, I see you have an Aspen with the 3100 and you are using IAS mode. My understanding is that the Aspen won't provide the IAS data tag over Arinc 429 to the 3100, so IAS mode fails unless you have another source. Do you have a separate air-data-computer on this aircraft?

@cardinalflyer

5 жыл бұрын

True, Aspen has so far failed to deliver their promised software upgrade to deliver IAS out their 429. They tell me that they ran out of ports and/or CPU, although it may also be possible that they ran out of bandwidth for their current priorities. In any case, they now promise that the Max upgrade will provide that data. I won't memorialize their timing commitment here as those seem to be fluid... For my aircraft there's a separate air data computer, a Sandia ADC SAC 7-35.

@mpeters533

5 жыл бұрын

@@cardinalflyer Thanks for the reply

Which model Aspen do you have? If you had it to do over again would you change anything? Who did your avionics?

@cardinalflyer

3 жыл бұрын

I started with the MFD 1000 and upgraded to the Max. Yes, it is a great box, like it very much. I would do the same again, although for many people the Aspen E5 would be sufficient. My installation was expertly done by Mobile Avionics at 3CK, LITH airport. Tell Matt I said hello.

That’s an absolutely gorgeous Cardinal!! My favorite Cessna single. I don’t know, nostalgia I guess. Thanks for sharing it with us. Like you, I’m looking forward to Aspen catching up with the 3100. Best thing with Stec on it since the 55x. I’m curious as to why you didn’t add the yaw damper, if you get a minute. Thanks again. All the Best.

@cardinalflyer

5 жыл бұрын

Thanks, Jeff! It really doesn't seem to need a yaw damper, although I suppose in turbulence it could improve the ride. I'm also not sure that a yaw damper is certified for the Cardinal.

@Jeffhew812

5 жыл бұрын

Hey, Keith. Didn't expect to hear back from you so soon. Thanks for that. ;o) Yeah, I guess with rudder trim it isn't nearly as big a deal, aside from turbulence, as you mentioned. Though I think with a three axis unit, the yaw damper would fall under the 3100's certification. I could be totally wrong though, too. It has been known to happen, lol. At any rate, thanks for the great vids. Your panel is the one I'd put in almost any plane. Those IFD's blow the doors off the GTN's. Rest assured I'll be watching anything you post in that plane. If you ever decide to part with it, give me a shout. All the Best!! Fly safe!!

@keithpeterson “…the dotted magenta tells me that it’s not an activated leg yet. It’s not letting me activate it. That’s sort of interesting…” At 5:12, the IFD gave you a choice between “Activate Leg” and “Direct To”. You chose “Direct To”. So you told the IFD not to Activate the FP leg to KIYTE.

@cardinalflyer

4 жыл бұрын

I hope you appreciate being able to ride along on my learning process from 2 years ago...

@bobh4421

4 жыл бұрын

@@cardinalflyer I do and I find I am always learning something new during my flights. I hope you appreciate a clarifying discussion on how best to use the capabilities of the IFD. You mentioned a week ago that you still use this method for intercept so I didn't think it was a stale issue. I think the IFD is far superior to anything that Garmin has on the market. I think it's important that those capabilities be accurately represented in a public forum, since I'd like to see more pilots recognize the advantages of the Avidyne IFDs. At this stage, I've probably overstated my point, so I will bow out. I apologize if my posts have been offensive or overbearing.

@cardinalflyer

4 жыл бұрын

I use this method for intercept when I need to intercept an enroute leg *on a particular heading.* If the intercept angle doesn't matter, I let the nav mode pick the intercept. More often I'll just fly heading until I get very close, then flip to nav. But it bothers me that it won't do that... By the way, I did a long session in the airplane a couple of days back, learned a lot about the 'heading to intercept nav' function. I made it work in some limited cases... stand by for a video on that. I hope to share that with AviSteve in hopes they can address it in 10.4