How is the FlightDEK-D180 different from the EFIS-D100 and EMS-D120?
The FlightDEK-D180 combines the electronics of our EFIS-D100 and EMS-D120 in one instrument.
Can the FlightDEK-D180 be used for IFR flight?
Our current understanding is that the FlightDEK-D180 meets the qualifications for each of the instruments it replaces. We recommend you equip your plane such that any single point failure - including the failure of the FlightDEK-D180 - will not jeopardize the completion of any flight.
Where is the optional AOA/Pitot probe mounted?
The Standard Dynon AOA/Pitot probe is an under wing pitot and has been designed to be compatible with mounts for the AN5812 and PH502-12CR pitot tubes. Sources that carry compatible mounts include Gretz Aero, Aircraft Spruce, and Safeair1. There is also a straight “boom mount” style AOA/Pitot available.
What engines does the FlightDEK-D180 support?
We have sensor packages available for all Lycoming and Continental 4 and 6 cylinder engines, the Rotax 912 engine and the Jabiru 2200 and 3300 engines.
My engine is not on your list of probe packages. Will the FlightDEK-D180 work with my motor?
Maybe. Consult our price list for a list of the sensors that we can supply. Note that our FlightDEK-D180 is generally only compatible with the sensors we sell, though there are certain exceptions to this, including fuellevel, tachometer, and the EGTs and CHTs. Give us a call at 425-402-0433 if you want to talk about your particular setup and if it will work with our engine monitor.
What kind of fuel level senders does the FlightDEK-D180 work with?
The FlightDEK-D180 will work with any of the common “float” type resistive fuel senders. It can also work with capacitance type fuel probes as long as they output a voltage level between 0-5V DC.
How many EGTs and CHTs does the FlightDEK-D180 support?
The FlightDEK-D180 can be configured to monitor 2, 4, or 6 CHTs at a time.
Does the FlightDEK-D180 have a fuel computer?
Yes, when equipped with the optional fuel flow sender.
What are the airspeed output formats and range?
The airspeed format is selectable between knots, mph, and km/h. The range is 30 knots/35 mph up to 325 knots/375 mph. Once the airspeed is alive, it will read back down to 25 knots/30 mph.
What kinds of sensors are used and where are they located?
The FlightDEK-D180 uses three angular rate (gyro) sensors, three accelerometers, three magnetic field strength sensors, and three pressure transducers in its sensing platform. Everything but the magnetic sensors are located in the instrument case. To better measure the earth's magnetic field, the magnetic sensors are mounted remotely in the EDC-D10A remote compass module.
Is the heading indicator GPS based?
No, the heading indicator is based on the stabilized gyro output with the absolute heading derived from the magnetic field sensors.
Does the FlightDEK-D180 have GPS capability?
Not internally. However, we are working on the ability for this product to accept serial data from external GPS units that output standard NMEA sentences. This will not enable a moving map capability, but rather permit the generation of additional primary flight metrics such as GPS based ground track and winds aloft.
Can the instrument handle aerobatics?
The instrument uses very rugged sensors that can withstand up to 20 g's without damage so damage to the instrument is unlikely to occur. However, the maximum rates of change in attitude are limited to 150 degrees/second in roll, pitch, and yaw. Aircraft maneuvers outside this envelope may result in an inaccurate display and a warning message is shown. The instrument will return to specified accuracy within 10 seconds after the aircraft returns to coordinated flight with rates of change in attitude of no more than 4 degrees/second.
Can the FlightDEK-D180 be mounted in a panel with 8 degrees of tilt?
The FlightDEK-D180 can accommodate up to 30 degrees of panel tilt as long as the horizontal and lateral axes of the instrument are accurately aligned with the corresponding aircraft axes.
Will the FlightDEK-D180 work in my helicopter?
The FlightDEK-D180 is primarily intended for the light airplane market. The vibration levels associated with helicopters may be higher than can be accommodated, though anecdotally we have heard of a few helicopter customers that have had excellent results. All design and testing is done to RTCA/DO-160B category M vibration levels. As with all installations of the FlightDEK-D180, the instrument's horizontal and lateral axes have to accurately align with the aircraft's corresponding axes.
Where should the EDC-D10A remote compass be located?
The compass needs to be mounted away from ferrous metals and current carrying wires, as these items can affect the remote compass's ability to measure the earth's magnetic field well. The wing or wingtip and the rear of the aircraft tend to be locations where customers have found success.
Does the FlightDEK-D180 include an altitude encoder?
Yes, the FlightDEK-D180 has an RS-232 serial ASCII output which can be connected directly to transponders that accommodate this type of input. For transponders that require gray code encoder input, the optional Encoder Converter Module can convert the FlightDEK-D180's serial data to gray code.
How long will the FlightDEK-D180 operate on internal battery power?
The FlightDEK-D180 will last a minimum of 1.5 hours on a fully charged internal backup battery. This battery is offered as an option.
Do you have installation information available?
Mounting dimensions are available here . The installation and pilot's user guides and available in the documentation section of this website.
Can the FlightDEK-D180 annunciate alarm conditions?
Yes. Practically every engine parameter that the FlightDEK-D180 can monitor can be set to trigger alarm conditions at user-defined points. In addition to annunciating the particular alarm on the FlightDEK-D180's screen, the FlightDEK-D180 can output an audio alarm signal and can switch an externally powered panel light when alarm conditions are present.
What is the operating temperature range?
The unit is specified to operate over the temperature range of -30 to +50 degrees Celsius.
What is the input voltage range and the power consumption of the FlightDEK-D180?
The FlightDEK-D180 will operate from 10-30 V dc. The power consumption varies depending on whether the internal battery is being charged. The FlightDEK-D180 system-wide power requirements are 14 watts typical and 26 watts maximum (when charging a completely dead internal battery).
How much does the FlightDEK-D180 weigh?
The FlightDEK-D180 instrument by itself weighs 3 lbs. 6 oz. (1.59 kg) with the internal backup battery and 3 lbs. (1.36 kg) without the internal battery. The EDC-D10A compass module weighs <0.25 lbs. The AOA/Pitot probe weighs 0.35 lbs. Additional weight will be incurred from wiring harnesses and plumbing lines.
Can the FlightDEK-D180 be used with turbine engines?
The FlightDEK-D180 does not currently support turbine engines.
Will the instrument have an option to separate the display from the rest of the unit?
The FlightDEK-D180 was conceived as a stand-alone instrument to allow for easy installation and compact size. There are no plans to provide for remote mounting of the electronics from the display.
Can the FlightDEK-D180 connect to other instruments and avionics?
All Dynon Avionics products, with the exception of the early model EFIS-D10, can be connected to each other via the Dynon Smart Avionics Bus (DSAB) to share data with each other.
Exactly what features does the Dynon Smart Avionics Bus (DSAB) enable?
Broadly speaking, Dynon Avionics products connected via DSAB will be able to share data with each other. For example, in a cockpit that has an EFIS-D100 and an EMS-D120, both devices will be able to display EMS and EMS information, even simultaneously in a split-screen presentation if desired. Connected devices need not have the same screen size either: an EFIS-D100 and an EMS-D10, for example, can share display each others instruments as well.
How bright is the FlightDEK-D180 screen? Can it be read in bright sunlight?
The FlightDEK-D180 display brightness is rated at 400 nits. The colors used have been chosen to enhance the visibility under all light conditions. We believe the display to be usable under all light conditions, but have found the subject of screen brightness and usability to be very subjective. If you visit us at the major air shows we will take you outside with our products so that you can decide for yourself.
Is the FlightDEK-D180 certified? Can it be used in a certified aircraft?
The FlightDEK-D180 is not certified and we are not planning to certify this version of the instrument. Any use of the instrument in a certified aircraft would require you to work with the FAA on an individual basis (the "337" field approval process).
What is the resolution of your display?
The FlightDEK-D180 display has a resolution of 854 horizontal by 480 vertical pixels.
Regarding the new generation products and their backwards compatibility with the existing products...What if someone wants the new system plus a D10A? Or, you have a D180 and want to display engine info on the new screen?
The EFIS-D100, EMS-D120, FlightDEK-D180, EFIS-D10A, and EMS-D10 will all still be for sale for the foreseeable future. We are not canceling any of our currect products. Over time, the D100, D120, and D180 will likely phase out in favor of the next generation system equivalents, which will have all of the same capabilities and much more.
All of our products will be supported for years - with repairs, technical support, and any bug fixes that are needed. There is no way that Dynon would ever stop supporting a past customer. We think one of the reasons we've been successful is that we've tried our best to support all of our customers, and that will continue to be the case. Call us with a question or a repair on a EFIS-D10, a product we haven't sold for over 4 years, and we'll still help with any question or problem you may have.
That being said, we are going to be winding down new feature development on the current series of products after the autopilot is released. After four years, we're reaching the limits of what we're able to do with the computing power in the current products. The major features that our customers have been asking for - such as synthetic vision, moving map, thin screens, etc - are not features that we can implement on our current hardware.
We've also learned a lot with the last generation of products, and to remain competitive we need to take all of that knowledge and translate it into the best avionics we can possibly build. To do this effectivlely and efficiently, we have we have to draw some lines between what we have now and what we'll be building next. For example, making DSAB work between the current and new products would be a huge software effort. If we put our limited resources there, development all of our products would slow down, and we're already a busy bunch over here.
We believe there's an easier way to cross the compatibility border, and that's the offer for trade-in credit on old units. If you are interested in the new system, then we'll take what you have and give you credit towards the next system. It's win-win: you get the new system, a new warranty, and we get to focus on our new product development.
For those of us with existing engine monitors from Dynon, will the new generation products be backwards compatible with the connector and sensors?
The current EMS harness and sensors will plug right in.