Ok, that’s interesting. But isn’t the GWX70 tilting the antenna up/down/left/right mechanically? You can even hear it when you go to/from standby briefly. It might still be possible, but requires quite some effort and you should see some effect (eg delay) on the MFD if you set something contradictory on the PFD.CFIDave wrote: ↑Wed Oct 23, 2019 10:35 pm The lack of radar synchronization is not a bug or malfunction: You discovered one of the cool features of the GWX70 digital radar in the nose of the DA62. It's possible to set completely different tilt, range, and other settings on the PFD vs. MFD, and the radar will satisfy both displays simultaneously. So with 2 pilots in left and right seats, each seems to be able to set and operate the radar independently -- as if you had 2 radar systems onboard.
I'm guessing this may be because it steers electronically as a phased array (rather than physically)? So far I haven't seen any documentation explaining this.
Some DA62 "Growing pains"
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- jast
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Re: Some DA62 "Growing pains"
- Paul
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Re: Some DA62 "Growing pains"
It might be mechanical because when you run different scan settings, each scan takes longer.
It's a great feature and not just if you have two pilots. I use it often flying near convection because I will have one tilt at the normal position and if convection is building, I'll put a second tilt at a lower angle to make sure I'm not overflying anything building rapidly. Having said that, I'm at FL280 when I'm doing this so at DA62 altitudes it might not be as useful.
I found the GWX70 to be a really nice improvement over the GWX68.
It's a great feature and not just if you have two pilots. I use it often flying near convection because I will have one tilt at the normal position and if convection is building, I'll put a second tilt at a lower angle to make sure I'm not overflying anything building rapidly. Having said that, I'm at FL280 when I'm doing this so at DA62 altitudes it might not be as useful.
I found the GWX70 to be a really nice improvement over the GWX68.
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Re: Some DA62 "Growing pains"
Im flying 62046 and bugs so far:
the "cups" - since new
aux fuel X when full - since new
gear on left engine (changed) - after 300 hours
2 main fuel pump leaking (changed) after 400 hours (need to be changed after 600 hours)
air condition panel - idle, comes and go after about 200 hours
cooling level when starting the engine is lit and after 30 seconds disappear (doesn't matter if water level is full) - after 100 hours
other than that we enjoy the airplane very much, great machine, we just complete Tel Aviv - Oshkosh - tel Aviv
the "cups" - since new
aux fuel X when full - since new
gear on left engine (changed) - after 300 hours
2 main fuel pump leaking (changed) after 400 hours (need to be changed after 600 hours)
air condition panel - idle, comes and go after about 200 hours
cooling level when starting the engine is lit and after 30 seconds disappear (doesn't matter if water level is full) - after 100 hours
other than that we enjoy the airplane very much, great machine, we just complete Tel Aviv - Oshkosh - tel Aviv
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Re: Some DA62 "Growing pains"
Paul wrote: ↑Thu Oct 24, 2019 6:54 pm It might be mechanical because when you run different scan settings, each scan takes longer.
It's a great feature and not just if you have two pilots. I use it often flying near convection because I will have one tilt at the normal position and if convection is building, I'll put a second tilt at a lower angle to make sure I'm not overflying anything building rapidly. Having said that, I'm at FL280 when I'm doing this so at DA62 altitudes it might not be as useful.
I found the GWX70 to be a really nice improvement over the GWX68.
What size radar "dish" is in the wing pod on the P46T? Thanks.
Looking!
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
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Re: Some DA62 "Growing pains"
10" dish is great! Thanks
Looking!
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
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Re: Some DA62 "Growing pains"
Colin wrote: ↑Mon Oct 21, 2019 7:41 pm I'm going to lean toward it being some typo dyslexia work going on. From a discussion forum out there:
So do I think there is a CA and an AC? No. But I can't find the 42.13.1B that this guy mentions and you have logged.Advisory Circular (AC) 43.13-1B can be used as a "guide" to repairing different types of propeller damage. However, it is very important to remember that AC 42.13-1B is not APPROVED data (yes, even though the FAA wrote it, you may not use it as APPROVED data for accomplishing a repair). What that means is that unless the manufacturer does not provide specific Instructions for Continued Airworthiness (ICAs), you aren't supposed to use AC 43-13 as your reference for signing off the work. Always do what the manufacturer recommends in their ICAs.
Blending damage is to remove whatever metal is necessary to ensure all the damaged areas of the blade are removed. You are right about stress cracks being introduced into the blade, so the manufacturer will typically tell you how much material you need to remove on all sides of the damage to ensure any stress risers are also removed.
Here's a follow-up to the door covers "popping off" fix -
I heard back from my "annual" mechanic.
Colin was right about it "...being some typo dyslexia work....."
The correct reference is AC 43 13 1B for the door cap epoxy "repair".
Looking!
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)