Today's Message Index:
----------------------
1. 01:44 AM - Re: Extending a glide (Ron Lee)
2. 05:00 AM - Re: RPM drop! (LarryRobertHelming)
3. 06:53 AM - Re: Extending a glide (linn walters)
4. 07:24 AM - Re: Extending a glide (Doug Rozendaal)
5. 07:48 AM - Re: Extending a glide (Bob J)
6. 08:06 AM - Re: Extending a glide (John Porter)
7. 08:23 AM - Re: Extending a glideExtending a glide (Steve Glasgow)
8. 08:51 AM - Re: Extending a glide (Doug Rozendaal)
9. 08:51 AM - Re:Stupid pilot tricks (Oldsfolks@aol.com)
10. 09:04 AM - Re: Extending a glideExtending a glide (sportav8r@aol.com)
11. 09:10 AM - Re: servo oscillation (sportav8r@aol.com)
12. 09:15 AM - Re: Extending a glideExtending a glide (Larry Pardue)
13. 09:34 AM - Re: Extending a glideExtending a glide (Greg Young)
14. 09:44 AM - Re: Extending a glide (Richard Bibb)
15. 10:28 AM - Re: SL30 Nav Antenna (Jeff Dowling)
16. 10:57 AM - Re: SL30 Nav Antenna (Bob J)
17. 11:05 AM - Re: Extending a glideExtending a glide (owner-rv-list-server@matronics.com)
18. 11:20 AM - Re: Extending a glide (GMC)
19. 11:25 AM - Re: SL30 Nav Antenna (Phil Sisson, Litchfield Aerobatic Club)
20. 11:43 AM - Re: Extending a glideExtending a glide (Mickey Coggins)
21. 11:56 AM - Re: SL30 Nav Antenna (John Huft)
22. 12:01 PM - Re: Extending a glide (linn walters)
23. 01:26 PM - Re: Float type fuel gauge (Evan and Megan Johnson)
24. 02:07 PM - Re: Extending a glide (charlie heathco)
25. 02:16 PM - Re: Extending a glideExtending a glide (charlie heathco)
26. 02:39 PM - Re: Extending a glide (Tedd McHenry)
27. 03:03 PM - Trutrak ADI (Sherri & Paul Richardson)
28. 03:07 PM - Trutrak Autopilot Servo versus Aileron Boot (Sherri & Paul Richardson)
29. 03:57 PM - Re: Trutrak ADI (J DAVID NEWSUM)
30. 06:28 PM - Re: Trutrak ADI (dick martin)
31. 06:58 PM - Re: Re: Fairings, Etc, for Horizontal Stab ()
32. 08:06 PM - Re: Re: Fairings, Etc, for Horizontal Stab (David Burton)
33. 08:34 PM - Re: Trutrak ADI (Ed Holyoke)
34. 10:36 PM - Re: SL30 Nav Antenna autolearn=unavailable version=3.0.3 (Marty)
35. 10:36 PM - Re: Re: Fairings, Etc, for Horizontal Stab (Mickey Coggins)
Message 1
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>Shock cooling be damned, approaches should be made at idle power.
Shock cooling is not an issue if you gradually reduce power before
you enter the pattern.
Ron Lee
Message 2
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--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
Maybe it is time to use a check list every time. do not archive.
Indiana Larry, RV7 Tip Up It Flies
Teamwork: " A lot of people doing exactly what I say."
(Marketing exec., Citrix Corp.)
----- Original Message -----
From: "charlie heathco" <cheathco@gvtc.com>
Subject: Re: RV-List: RPM drop!
> --> RV-List message posted by: "charlie heathco" <cheathco@gvtc.com>
>
> Well, aint it awfull! just 2 flights agoafter extended checking, I ended
> up
> leaving it set on rt, which is bigest drop, noticed I wasnt making full
> takeoff rpm, in my case 2150, a few hundred feet after liftoff, scan
> spotted the problem. It scared me a little, altho sometimes forget to turn
> on pump, cant ever remember doing this before, Must be the age. Thats why
> Ive decieded not to get involved with formation flying altho it interests
> me
> greatly. Charlie Heathco
> ----- Original Message -----
> From: <Fiveonepw@aol.com>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: RPM drop!
>
>
> --> RV-List message posted by: Fiveonepw@aol.com
>
> In a message dated 08/22/2005 8:06:31 PM Central Standard Time,
> kboatright1@comcast.net writes:
> I did have a brain glitch one day and forgot to turn the mag back on
> before
> beginning my takeoff run.
>>>>
>
> Thank gawd I ain't the only one! 8-)
>
> Mark - do not archive
>
>
>
Message 3
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
From what I've read on other lists from folks doing cowling work .....
shock cooling is an urban myth.
Linn
do not archive
Ron Lee wrote:
>--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>
>
>
>
>>Shock cooling be damned, approaches should be made at idle power.
>>
>>
>
>Shock cooling is not an issue if you gradually reduce power before
>you enter the pattern.
>
>Ron Lee
>
>
>
>
Message 4
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
Exactly my point. There are pilots who think they have to fly bomber
patterns to prevent shock cooling. No doubt a power on approach is might be
slightly preferable for the engine, but power-on approaches are for
multi-motor airplanes.
Doug Rozendaal
> --> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>
>
>>Shock cooling be damned, approaches should be made at idle power.
>
> Shock cooling is not an issue if you gradually reduce power before
> you enter the pattern.
>
> Ron Lee
>
>
>
Message 5
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
On 8/22/05, Doug Rozendaal <dougr@petroblend.com> wrote:
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
> Tighten up our patterns. An engine failure in the pattern should never
> result in an off airport landing. (maybe off the runway, but on the
> airport
> property.) We should talk to our friends about the bomber patterns we all
> see at our airports and set a good example, by flying nice tight patterns.
Amen to that brother. Wingtip over the runway on downwind, throttle idle
past midfield, manage glide with prop, flaps, bank angle, and speeds. I can
nail the runway numbers nearly every time without touching the throttle. I
refuse to follow anyone that is three miles out. The descent rate power off
in an RV is easily managable. Why not practice power off ops every time you
land? You'll be a better pilot by doing so.
> Never Turn back to the runway on an engine failure after take-off.
I have practiced this many times, I think its a bit of a stretch to say
"never." Actually, I religiously practice 1 hour a month (practicing engine
quit scenarios.) At idle power I can get turned around and back on the
runway if I have 800ft of altitude. I dare to say that I could probably be
lower if I had AOA. I think in a real-world situation the minimum would be
closer to 1500 ft. because practicing for it is completely different than
having the engine quit unexpectedly. Of course there are other factors such
as winds, aircraft weight, etc. to consider but before I take off I always
spend a few seconds after runup thinking about what I should do if the
engine quits, given current conditions, what my minimum turn-around altitude
is gonna be, is there a crosswind, etc.
Shock cooling be damned, approaches should be made at idle power.
Yep. If you enter the pattern at less than 150mph (my rule is no more than
that), you will be reducing power a few 2-3 miles out, on top of what power
reductions you made for your descent. As far as I know if CHT's are below
300 then you can't shock cool the engine.
Aim for the 1000 ft markers, not the end of the runway.
>
> Don't get slow!
>
> Every power change in the pattern should be a reduction. Not counting ATC,
> adding power in the pattern should be considered poor planning and an
> error.
I agree. I give myself a range of speeds to be in on final, which is
70-85mph. I don't concern myself with nailing the approach speed, but
usually it works out where I want it to be (65-70 at flare.) I don't allow
myself to add power unless I really screwed up.
Every one should have an engine failure checklist committed to memory. Mine
> is an old WWII checklist:
>
> Glide - pull or push to best glide speed
> Gear - Up or down, up is default unless you are willing to bet your life
> that the ground is hard
> Gas - Pump on and Try all Selector all positions including OFF, ( I had
> one quit, right after annual, and it ran in OFF )
> Ignition - try all positions including OFF
> Heat - Carb Heat on
> Mixture - Rich or maybe leaned on an injected eng.
> Prop - Low RPM or Feather
> Canopy - open(or doors unlatched) before impact
> Harness - Seat and shoulder harness locked and tight
>
> Finally when the end is near,
> Mixture, Master & Mags off for impact
>
> You notice flaps did not even make the list.
>
> To answer the original question, If I was high enough to do everything
> else
> that is more important, then I would raise the flaps. There is more
> important work to do than raising the flaps. The most important thing, FLY
> the airplane to the ground. Airplanes that arrive at the accident site
> under control with the wings level usually have survivors onboard. You
> will
> notice Glide is first on the list, and the only thing on the list that I
> did
> when my engine quit.
I usually use flaps as necessary, not as procedure. If I have any power in,
I don't have any flaps down. Flaps frequently come in on short final when
the runway is made. I have manual flaps, so deployment takes a second or two
vs. eternity with an electric flap equipped RV. It shouldn't be necessary to
raise flaps if you are properly managing your glidepath.
Regards,
Bob Japundza
RV-6 flying 650+ hours, F1 under const.
Message 6
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "John Porter" <december29@bellsouth.net>
Hi all,
Okay, the real reason against bomber
patterns.............Ready?.......................Here it
is!..............Rental fees! Ha ha. Until I finish my -8, I'm renting and
these "runway on the horizon" patterns really burn me up. Hobbs meter-
check. I'm a real believer in having the metal land somewhere on the
airport. Have fun with the L/D discussions that will follow. I plan to
come off the perch with just a slight cushion of power and let the games
begin. Remember, flying is supposed to be fun!
Later,
John
-8 World's slowest build
Message 7
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| Subject: | Re: Extending a glideExtending a glide |
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I did some experimenting today with my Garman 296 which has a feature called =93Glide
Ratio=94.
The Garmin manual defines glide ratio as; the ratio between horizontal distance
traveled to vertical distance traveled. For example:
5.3 : 1 1,000=92 per 1 mile or 1 mile per 1,000=92
10.6 : 1 1,000=92 per 2 miles or 2 miles per 1,000=92
15.9 : 1 1,000=92 per 3 miles or 3 miles per 1,000=92
Another way to look at is increasing glide ratio means extending the glide.
Here are the numbers I got with my RV-8 at idle power. I have an O-360 engine
with a fixed pitch cruise prop. All numbers are approximate and vary depending
on altitude.
Clean 12.5 : 1 at 90 mph
12.5 : 1 at 100 mph
10.5 :1 at 80 mph
=BD Flap 08.2 : 1 at 100 mph
10.0 : 1 at 90 mph
08.2 : 1 at 80 mph
My conclusion is, no flaps will extend the glide and the best glide speed is 90
mph.
Constant speed props will be different.
Steve Glasgow
N123SG RV-8
Cappy's Toy
250 Hours
Message 8
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
Bob,
1500 ft is not exactly "after takeoff" That is cruise altitude. ;-)
That said, Practice or not, the NTSB reports are littered with fatalities of
those who tried to turn back and failed. I agree that is can be done, but
most pilots don't get it done and they pay for their mistake with their life
instead of their insurance policy. The mantra must be, "Don't turn back."
An RV-8 tried it in Colorado this month. Fatal. There are several good
places to crash around the Fort Collins Airport.
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20050816X01250&key=1
Tailwinds,
Doug Rozendaal
The defender of Don't Turn Back
Message 9
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| Subject: | Re:Stupid pilot tricks |
--> RV-List message posted by: Oldsfolks@aol.com
We used to call that "Head Up and Locked ".
do not archive
Bob Olds
Message 10
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| Subject: | Re: Extending a glideExtending a glide |
--> RV-List message posted by: sportav8r@aol.com
As a new this weekend 296 owner, I looked at at that in the book and wasn't real
clear on how it was supposed to work. I got the impression it was a number
I was supposed to enter into the unit's data fields. You mean it calculates it
for you on the fly? How cool is that!
-Stormy
...assaulting the peak of the GPS learning curve; needing oxygen and crampons...
-----Original Message-----
From: Steve Glasgow <willfly@carolina.rr.com>
Subject: Re: RV-List: Extending a glideExtending a glide
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I did some experimenting today with my Garman 296 which has a feature called
=93Glide Ratio=94.
The Garmin manual defines glide ratio as; the ratio between horizontal distance
traveled to vertical distance traveled. For example:
5.3 : 1 1,000=92 per 1 mile or 1 mile per 1,000=92
10.6 : 1 1,000=92 per 2 miles or 2 miles per 1,000=92
15.9 : 1 1,000=92 per 3 miles or 3 miles per 1,000=92
Another way to look at is increasing glide ratio means extending the glide.
Here are the numbers I got with my RV-8 at idle power. I have an O-360 engine
with a fixed pitch cruise prop. All numbers are approximate and vary depending
on altitude.
Clean 12.5 : 1 at 90 mph
12.5 : 1 at 100 mph
10.5 :1 at 80 mph
=BD Flap 08.2 : 1 at 100 mph
10.0 : 1 at 90 mph
08.2 : 1 at 80 mph
My conclusion is, no flaps will extend the glide and the best glide speed is 90
mph.
Constant speed props will be different.
Steve Glasgow
N123SG RV-8
Cappy's Toy
250 Hours
Message 11
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| Subject: | Re: servo oscillation |
--> RV-List message posted by: sportav8r@aol.com
Thanks, Jerry. Good explanation. I did try damping it by holding the aileron
trailing edge with my fingertips, but no success. Never has been as issue on
test flights so far, and I want to retain the precision tracking in the air,
so I will leave well-enough alone.
I do think that this incidental stick-shaker feature would get my attention if
I ever tried a takeoff with the servo engaged. Still, it's nice to have the GPS
ground roll disconnect software built-in :-)
Anticipate gain control test flights today,and will contact you if I have any issues.
Directions look very straightforward.
I will copy this to the RV list for general edification; many are following this
discussion and I want them to know how helpful you've been and how good the
EZ-Pilot is, IMO.
All the best to the tres hombres at Trio,
-Bill B
-----Original Message-----
From: Jerry Hansen <jerry@trioavionics.com>
Subject: RE: servo oscillation
Bill, that phenomenon is caused by the very narrow "deadband" in the Navaid servo.
It is seen in some, not all, aircraft with fairly massive counterweights
in the ailerons. It also varies with how free your controls are - i.e. if you
have a little friction in the system it will probably damp on its own (not that
I recommend putting friction into your control system). It can be eliminated
or reduced by opening up the deadband area of the servo (an internal potentiometer
adjustment), but his will also affect the responsiveness of the servo
somewhat and reduce its performance characteristics. If you can tolerate the
stick shake on the ground, I would say to leave it alone and get the better performance
in the air.
What is actually happening here is common in classic servo systems that are "underdamped",
often for better response. When you turn the servo on (on the ground
where there is no airload on the ailerons) the servo will move the ailerons
to the neutral position. Because of the mass in the ailerons and the rapid
movement of the servo it will reach the neutral point but the mass will cause
it to overshoot a small amount. This will generate an error signal causing the
servo to rapidly correct in the opposite direction (again with a small amount
of overshoot). As this process repeats, you get the oscillation that you mention.
The narrow deadband does give the servo the ability to react quickly (as in turbulence)
and to input very small corrections to the controls for extremely fine
tracking control.
We can give you directions on how to reduce or eliminate the effect if you want.
However, as mentioned, It may reduce the performance some in the air. Because
there is no need to turn the servo on while on the ground, except for the
preflight check, you shouldn't find it to be a big problem in normal operation.
It will definately not harm the autopilot system in any way.
If you'd like more information, please let us know.
Best Regards,
Jerry Hansen
Trio Avionics
http://www.trioavionics.com
Phone - 619-448-4619
From: sportav8r@aol.com [mailto:sportav8r@aol.com]
Subject: servo oscillation
Do I need to do anything about a 2-3 Hz joystick oscillation that does not damp,
caused by activating the aileron servo while the airplane is on the ground not
in motion?
Thanks, guys,
-Bill Boyd
Message 12
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| Subject: | Re: Extending a glideExtending a glide |
--> RV-List message posted by: Larry Pardue <n5lp@warpdriveonline.com>
What was the wind? The speed for best glide ratio over the ground is higher
into a headwind and lower with a tailwind.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
> --> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
>
> I did some experimenting today with my Garman 296 which has a feature called
> =93Glide Ratio=94.
>
>
> The Garmin manual defines glide ratio as; the ratio between horizontal
> distance traveled to vertical distance traveled. For example:
>
>
> 5.3 : 1 1,000=92 per 1 mile or 1 mile per 1,000=92
>
> 10.6 : 1 1,000=92 per 2 miles or 2 miles per 1,000=92
>
> 15.9 : 1 1,000=92 per 3 miles or 3 miles per 1,000=92
>
>
> Another way to look at is increasing glide ratio means extending the glide.
>
>
> Here are the numbers I got with my RV-8 at idle power. I have an O-360 engine
> with a fixed pitch cruise prop. All numbers are approximate and vary
> depending on altitude.
>
>
> Clean 12.5 : 1 at 90 mph
>
> 12.5 : 1 at 100 mph
>
> 10.5 :1 at 80 mph
>
>
> =BD Flap 08.2 : 1 at 100 mph
>
> 10.0 : 1 at 90 mph
>
> 08.2 : 1 at 80 mph
>
Message 13
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| Subject: | Extending a glideExtending a glide |
--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
Keep in mind that the ratio it calculates is very wind dependant - the ratio will
be a whole lot better looking going downwind than upwind. To get a reasonable
number you'd have to go thru a similar correction process (3-4 direction avg
or some such) that you do to get an airspeed estimate. For all that it's probably
easier and faster to just use a stopwatch and read the airspeed and altimeter
if the absolute number is important. I love gadgets and will have a bunch
of them I really don't need but sometimes it seems manufacturers just pad the
feature list. YMMV
Greg Young
________________________________
From: owner-rv-list-server@matronics.com on behalf of sportav8r@aol.com
Subject: Re: RV-List: Extending a glideExtending a glide
--> RV-List message posted by: sportav8r@aol.com
As a new this weekend 296 owner, I looked at at that in the book and wasn't real
clear on how it was supposed to work. I got the impression it was a number
I was supposed to enter into the unit's data fields. You mean it calculates it
for you on the fly? How cool is that!
-Stormy
...assaulting the peak of the GPS learning curve; needing oxygen and crampons...
-----Original Message-----
From: Steve Glasgow <willfly@carolina.rr.com>
Subject: Re: RV-List: Extending a glideExtending a glide
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I did some experimenting today with my Garman 296 which has a feature called
93Glide Ratio94.
The Garmin manual defines glide ratio as; the ratio between horizontal distance
traveled to vertical distance traveled. For example:
5.3 : 1 1,00092 per 1 mile or 1 mile per 1,00092
10.6 : 1 1,00092 per 2 miles or 2 miles per 1,00092
15.9 : 1 1,00092 per 3 miles or 3 miles per 1,00092
Another way to look at is increasing glide ratio means extending the glide.
Here are the numbers I got with my RV-8 at idle power. I have an O-360 engine
with a fixed pitch cruise prop. All numbers are approximate and vary depending
on altitude.
Clean 12.5 : 1 at 90 mph
12.5 : 1 at 100 mph
10.5 :1 at 80 mph
BD Flap 08.2 : 1 at 100 mph
10.0 : 1 at 90 mph
08.2 : 1 at 80 mph
My conclusion is, no flaps will extend the glide and the best glide speed is 90
mph.
Constant speed props will be different.
Steve Glasgow
N123SG RV-8
Cappy's Toy
250 Hours
Message 14
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "Richard Bibb" <rebibb@comcast.net>
I agree with the idiocy of patterns most so called pilots fly....
As far as engine quit after takeoff I have to say land ahead. Having had an
engine quit (on landing not takeoff) I can tell you there is no way I'd want
to added stress of doing a 180....things happen real fast when the fan stops
blowing.
And yes when my engine quit I was too low (botched approach) and I didn't
make the runway. Landed softly in the tops of some pine trees and walked
away. I don't fly big patterns anymore and am always "high" on final....
Message 15
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| Subject: | Re: SL30 Nav Antenna |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
Seconded.
do not archive
Shemp/Jeff Dowling
RV-6A, N915JD
235 hours
Chicago/Louisville
----- Original Message -----
From: "Stein Bruch" <stein@steinair.com>
Subject: RE: RV-List: SL30 Nav Antenna
> --> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
>
> Here's the deal....I stayed out of this discussion because I didn't want
> to
> sound biased (and due to the fact that my notes usually come across the
> wrong way and get someone upset), but the fact of the matter is there is
> no
> demonstrable reason to put cat whiskers on these RV's at all. It's been
> my
> experience and the overall general concensous of the RV crowd is that the
> Wingtip NAV antennas work just fine, as do the wingtip Mkr Beacon
> Antennas.
> The Wingtip antennas are cheaper, drag free, and overall a cleaner
> installation. I'm not knocking those who have cat whiskers, but I still
> struggle to understand exactly why when there is a better alternative out
> there.
>
> I did see one post in this thread where the "wingtip antennas" were
> obviously confused between the COMM and NAV installations. The ones that
> aren't that great in RV's are the COMM antennas, the bent whips are far
> superior in that regard - but the wingtip Nav's work just fine. Vertical
> polarization (as required by the COMM antennas) is difficult within the
> confines of the RV wingtips, but the horizontal polarization (as required
> by
> the NAV's) fits great in the RV wingtips.
>
> Anyway, that's my 2 cents for now!
>
> Cheers,
> Stein.
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Sam Buchanan
> To: rv-list@matronics.com
> Subject: Re: RV-List: SL30 Nav Antenna
>
>
> --> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
>
> Brian Denk wrote:
>> --> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>>
>>
>> It hits YOU at chest level. It could hit a CHILD'S face. Unless you
> never
>> intend to let the public near your airplane.
>
>
> Ditto. In my opinion, a cat-whisker antenna above the horizontal stab is
> a major no-no on a taildragger RV, primarily for the above stated
> reason. Besides, it just looks ugly sticking out of the vertical stab. :-)
>
> The cat-whiskers work very nicely under the horizontal stab and are much
> less likely to inflict injury. But the Archer wingtip nav antenna works
> splendidly on my RV-6 and is totally out of sight.
>
> Sam Buchanan (RV-6, 690 hrs)
>
> =====================
>
>
>
Message 16
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| Subject: | Re: SL30 Nav Antenna |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
For those flying, how well do the wingtip com antennas work? I think there
could be some installation issues for some if they didn't try to get as much
vertical polarization as possible. I have one for the rocket but haven't yet
installed it.
Regards,
Bob Japundza
RV-6 flying 650+hours F1 under const.
Message 17
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| Subject: | Extending a glideExtending a glide |
--> RV-List message posted by:
In all this talk about glide ratios please remember that your glide ratio
will drop significantly if your prop is wind milling instead of turning with
the engine set to idle. Thus, if you are indeed in an engine out situation,
whatever glide ratios you came up with during your engine at idle will be
very optimistic. I suggest that if your glide ratio is 9:1 at idle, no
flaps; then, it will go down to 7:1 or less if the engine stops and the prop
keeps wind milling.
Michele
RV8 Fuselage
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com] On Behalf Of Greg Young
> Sent: Tuesday, August 23, 2005 6:31 PM
> To: rv-list@matronics.com
> Subject: RE: RV-List: Extending a glideExtending a glide
>
> --> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
>
> Keep in mind that the ratio it calculates is very wind dependant - the
> ratio will be a whole lot better looking going downwind than upwind. To
> get a reasonable number you'd have to go thru a similar correction process
> (3-4 direction avg or some such) that you do to get an airspeed estimate.
> For all that it's probably easier and faster to just use a stopwatch and
> read the airspeed and altimeter if the absolute number is important. I
> love gadgets and will have a bunch of them I really don't need but
> sometimes it seems manufacturers just pad the feature list. YMMV
>
> Greg Young
>
> ________________________________
>
> From: owner-rv-list-server@matronics.com on behalf of sportav8r@aol.com
> To: rv-list@matronics.com
> Subject: Re: RV-List: Extending a glideExtending a glide
>
>
> --> RV-List message posted by: sportav8r@aol.com
>
> As a new this weekend 296 owner, I looked at at that in the book and
> wasn't real clear on how it was supposed to work. I got the impression it
> was a number I was supposed to enter into the unit's data fields. You
> mean it calculates it for you on the fly? How cool is that!
>
> -Stormy
>
> ...assaulting the peak of the GPS learning curve; needing oxygen and
> crampons...
>
> -----Original Message-----
> From: Steve Glasgow <willfly@carolina.rr.com>
> To: rv-list@matronics.com
> Subject: Re: RV-List: Extending a glideExtending a glide
>
>
> --> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
>
> I did some experimenting today with my Garman 296 which has a feature
> called
> 93Glide Ratio94.
>
>
> The Garmin manual defines glide ratio as; the ratio between horizontal
> distance
> traveled to vertical distance traveled. For example:
>
>
> 5.3 : 1 1,00092 per 1 mile or 1 mile per 1,00092
>
> 10.6 : 1 1,00092 per 2 miles or 2 miles per 1,00092
>
> 15.9 : 1 1,00092 per 3 miles or 3 miles per 1,00092
>
>
> Another way to look at is increasing glide ratio means extending the
> glide.
>
>
> Here are the numbers I got with my RV-8 at idle power. I have an O-360
> engine
> with a fixed pitch cruise prop. All numbers are approximate and vary
> depending
> on altitude.
>
>
> Clean 12.5 : 1 at 90 mph
>
> 12.5 : 1 at 100 mph
>
> 10.5 :1 at 80 mph
>
>
> BD Flap 08.2 : 1 at 100 mph
>
> 10.0 : 1 at 90 mph
>
> 08.2 : 1 at 80 mph
>
>
> My conclusion is, no flaps will extend the glide and the best glide speed
> is 90
> mph.
>
>
> Constant speed props will be different.
>
>
> Steve Glasgow
> N123SG RV-8
> Cappy's Toy
> 250 Hours
>
>
>
>
>
Message 18
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: GMC <gmcnutt@shaw.ca>
Gentlemen
Let me play devils advocate here - some of your comments about
practicing forced landings in the circuit scare me - I think some of you
are getting way too carried away with this desire to stay over the
runway in the circuit and are creating other hazards to yourself and
especially others that you may not be considering.
Amen to that brother. Wingtip over the runway on downwind, throttle idle
>past midfield, manage glide with prop, flaps, bank angle, and speeds. I can
>nail the runway numbers nearly every time without touching the throttle. I
>refuse to follow anyone that is three miles out. The descent rate power off
>in an RV is easily managable. Why not practice power off ops every time you
>land? You'll be a better pilot by doing so.
>
>
>
When one is going to "nail the numbers" and managing that glide angle
"with prop, flaps, bank angle and speeds" is one spending adequate time
looking for other traffic, wind changes, or other hazards or does one
have tunnel vision for nailing the numbers??
Does anyone know how many lives are lost due to engine failures in the
circuit as compared to mid-air collisions in the circuit? I don't know
the answer but I worry more about the risk of a mid-air than an engine
failure.
Are overhead circuit folks saying that their confidence is such that
they are afraid to get beyond gliding distance of the airport! Don't
you fly over mountains, lakes and other inhospitable country 99.5 % of
the time like the rest of us?
Does one's fear of not being able "make it" mean they follow the highway
to Oshkosh? Oh-right if one refuses to follow an aircraft three miles
out on final one will not be going to Oshkosh!
"I usually use flaps as necessary, not as procedure. If I have any power in,
I don't have any flaps down. Flaps frequently come in on short final when
the runway is made".
In fact maybe one should consider the use of flaps as a device to
change the aircraft attitude for better over the nose visibility in the
circuit!
"Shock cooling be damned, approaches should be made at idle power".
And when will your engine be most likely to fail?? - probably full power
and on acceleration from idle power!!
The circuit is not your personal airspace and a place for "can I make
it" games! Practice somewhere else like a nice farmers field and then
conform to the standard circuit at the airport. The life you may save
might be mine!
Do not archive
George in Langley BC
Message 19
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| Subject: | Re: SL30 Nav Antenna |
--> RV-List message posted by: "Phil Sisson, Litchfield Aerobatic Club" <sisson@consolidated.net>
Bob J wrote:
>--> RV-List message posted by: Bob J <rocketbob@gmail.com>
>
>For those flying, how well do the wingtip com antennas work? I think there
>could be some installation issues for some if they didn't try to get as much
>vertical polarization as possible. I have one for the rocket but haven't yet
>installed it.
>
>Regards,
>Bob Japundza
>RV-6 flying 650+hours F1 under const.
>
>
>
>
I made one from 1 1/2" copper foil. I wrapped it in the right wing tip
and glassed it in. I have no problem talking 45 or 50 mile from the
traffic pattern to traffic pattern.
I have not noticed the directivity although it has to be there. Perhaps
it would/will show up at greater distances or circunstances.
I am using a SL40 and I have the SWR to about 2.5 : 1 max from one end
of the band to the other using MFJ 259 for the prunning..... It is not
flat across the band, There are some places where it is close to 1.5 to
1 and a jagged curve..
I did put connectors and a splice barrel in the coax near the wing root
just in case I needed to go with a belly mount. At 50 hours it dont
seem like I will need it.
But when I was running a test on a bent solid wire antenna, I was able
to get SWR down to 1.5 to 1 over the same freq band using same test
equipment and it was a little flatter and smoother curve. I attributed
that to the nice ground plane. And before I tore the plane down to
paint it, it seemed like we all cruised about the same around here. So
for an average RV 6, unless I was going to go for some speed records, I
would probably mount it on the belly and start talking....
Just a simple oppinion from a simple person...
Message 20
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| Subject: | Re: Extending a glideExtending a glide |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>
> Keep in mind that the ratio it calculates is very wind dependant...
>
True, but if you ignore the absolute numbers, and look
at the relative numbers, then it's clear that on his
aircraft flaps up is better. This assumes of course
that all the tests were done in the same wind conditions
and the aircraft flying the same heading.
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
Message 21
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| Subject: | Re: SL30 Nav Antenna |
autolearn=unavailable version=3.0.3
--> RV-List message posted by: John Huft <rv8@lazy8.net>
I have one of the Archer style com antennas in the wingtip of my RV8. It
is my only com antenna, connected to a KX-155, my only com. I have the
same type antenna in the other wingtip for the nav side.
The nav antenna lays flat in the bottom of the wingtip. The com antenna
is at a 45 or so degree angle in the wingtip. The bottom (long) side of
the antenna is bonded to the bottom of the wingtip, where it will make a
good contact with the bottom wing skin when the wingtip is screwed on.
The top side is bonded to the upper inside of the wingtip.
It should be that the signal received is .707 (cosine of 45 degrees) of
what a vertical antenna would receive. The power reduction would then be
10log(.707) or 1.5 dB. This is not much on paper.
In the air, I just can't tell the difference between my RV8 and my
Cessna. The radio works just fine. I can talk to other airplanes 100
miles away. I can hear ATIS long before I contact the tower, even at
fairly low altitudes. I have not had a tower complain about it. I have
not been able to detect any directional problems, even though I have
seen that reported on these email lists.
John Huft
Bob J wrote:
>--> RV-List message posted by: Bob J <rocketbob@gmail.com>
>
>For those flying, how well do the wingtip com antennas work? I think there
>could be some installation issues for some if they didn't try to get as much
>vertical polarization as possible. I have one for the rocket but haven't yet
>installed it.
>
>Regards,
>Bob Japundza
>RV-6 flying 650+hours F1 under const.
>
>
>.
>
>
>
Message 22
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|
| Subject: | Re: Extending a glide |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
When I was a baby pilot, my instructor said "You'll suffer no greater
embarassment than haveing an engine failure in the pattern and not
making the runway." He taught me to fly high, close patterns ..... and
I still do.
Linn
do not archive
Richard Bibb wrote:
>--> RV-List message posted by: "Richard Bibb" <rebibb@comcast.net>
>
>I agree with the idiocy of patterns most so called pilots fly....
>
>As far as engine quit after takeoff I have to say land ahead. Having had an
>engine quit (on landing not takeoff) I can tell you there is no way I'd want
>to added stress of doing a 180....things happen real fast when the fan stops
>blowing.
>
>And yes when my engine quit I was too low (botched approach) and I didn't
>make the runway. Landed softly in the tops of some pine trees and walked
>away. I don't fly big patterns anymore and am always "high" on final....
>
>
>
>
--
Message 23
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|
| Subject: | Re: Float type fuel gauge |
--> RV-List message posted by: "Evan and Megan Johnson" <evmeg@snowcrest.net>
Vans does have a drawing for you to follow on how to bend the wire on the
senders. Interestingly the bend lengths are not the same on the right and
the left. Give them a call and have them fax it.......or send me your fax
number and I will forward you a copy. It is just an 8-1/2 x 11 page so no
biggie. Follow the drawing and it will fit just right.
Evan Johnson
www.evansaviationproducts.com
(530)247-0375
(530)351-1776 cell
----- Original Message -----
From: "AYRES, JIMMY L" <JAYRES@entergy.com>
Subject: RV-List: Float type fuel gauge
> --> RV-List message posted by: "AYRES, JIMMY L" <JAYRES@entergy.com>
>
> Hey guys,
>
>
> I just bought Van's float type fuel gauge & sender assembly for my RV7A.
The only installation instructions are the MFR's which show a top mount
configuration. Has anyone out there installed this type of sender & gauge?
If so, can you share with me how you did it? I'm thinking that I just need
to set the wing on a table in the "mounted on fuse" position and bend the
float arm such that it indicates empty when it is empty (or ideally with a
little reserve). I saw not adjustments for calibrating other than
positioning the float. Any feedback would be appreciated.
>
>
> <style>
> <!--
> /* Style Definitions */
> p.MsoNormal, li.MsoNormal, div.MsoNormal
> {margin:0in;
> margin-bottom:.0001pt;
> font-size:10.0pt;
> font-family:"Times New Roman";}
> a:link, span.MsoHyperlink
> {color:blue;
> text-decoration:underline;}
> a:visited, span.MsoHyperlinkFollowed
> {color:#606420;
> text-decoration:underline;}
> span.EmailStyle17
> {font-family:Arial;
> color:windowtext;}
> @page Section1
> {size:8.5in 11.0in;
> margin:1.0in 1.25in 1.0in 1.25in;}
> div.Section1
> {page:Section1;}
> -->
> </style>
>
>
> <span style='font-size:10.0pt;
> font-family:Arial'>Hey guys,
>
>
> <span style='font-size:10.0pt;
> font-family:Arial'>
>
>
> <span style='font-size:10.0pt;
> font-family:Arial'>I just bought Van's float type fuel gauge sender
> assembly for my RV7A. The only installation instructions are the MFR's
> which show a top mount configuration. Has anyone out there installed this
> type of sender gauge? If so, can you share with me how you did
> it? I'm thinking that I just need to set the wing on a table in the
> "mounted on fuse" position and bend the float arm such that it
> indicates empty when it is empty (or ideally with a little reserve). I
> saw not adjustments for calibrating other than positioning the float. Any
> feedback would be appreciated.
>
>
Message 24
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| Subject: | Re: Extending a glide |
version=3.0.2
--> RV-List message posted by: "charlie heathco" <cheathco@gvtc.com>
Doug, I actually tried to see if I could make it back, (was at altitude) I
setup a take off climb at 90mph, pulled pwr and began the trun. It took 750'
just to do a 180, would have to do more to get back in line. this of course
was with me knowing it was going to happen, and Immy starting the manuever
Charlie h
----- Original Message -----
From: "Doug Rozendaal" <dougr@petroblend.com>
Subject: Re: RV-List: Extending a glide
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
Bob,
1500 ft is not exactly "after takeoff" That is cruise altitude. ;-)
That said, Practice or not, the NTSB reports are littered with fatalities of
those who tried to turn back and failed. I agree that is can be done, but
most pilots don't get it done and they pay for their mistake with their life
instead of their insurance policy. The mantra must be, "Don't turn back."
An RV-8 tried it in Colorado this month. Fatal. There are several good
places to crash around the Fort Collins Airport.
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20050816X01250&key=1
Tailwinds,
Doug Rozendaal
The defender of Don't Turn Back
Message 25
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| Subject: | Re: Extending a glideExtending a glide |
version=3.0.2
--> RV-List message posted by: "charlie heathco" <cheathco@gvtc.com>
Steve, I find a ref to the term, but cant find a place to use it, can you
give us a page# ? (not clear on meaning of =93Glide Ratio=94 ?) Charlie h
----- Original Message -----
From: "Steve Glasgow" <willfly@carolina.rr.com>
Subject: Re: RV-List: Extending a glideExtending a glide
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I did some experimenting today with my Garman 296 which has a feature called
=93Glide Ratio=94.
The Garmin manual defines glide ratio as; the ratio between horizontal
distance traveled to vertical distance traveled. For example:
5.3 : 1 1,000=92 per 1 mile or 1 mile per 1,000=92
10.6 : 1 1,000=92 per 2 miles or 2 miles per 1,000=92
15.9 : 1 1,000=92 per 3 miles or 3 miles per 1,000=92
Another way to look at is increasing glide ratio means extending the glide.
Here are the numbers I got with my RV-8 at idle power. I have an O-360
engine with a fixed pitch cruise prop. All numbers are approximate and vary
depending on altitude.
Clean 12.5 : 1 at 90 mph
12.5 : 1 at 100 mph
10.5 :1 at 80 mph
=BD Flap 08.2 : 1 at 100 mph
10.0 : 1 at 90 mph
08.2 : 1 at 80 mph
My conclusion is, no flaps will extend the glide and the best glide speed is
90 mph.
Constant speed props will be different.
Steve Glasgow
N123SG RV-8
Cappy's Toy
250 Hours
Message 26
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
The debate over turning back to the runway often focuses on the scenario where
you have a sudden and complete loss of power. Sometimes, though, the loss of
power isn't complete, and enough remains to make it back to the departure
runway even from immediately after lift-off. Having experienced that
situation, my feeling is that being focused on maintaining airspeed and flying
straight ahead is what will give you the best chance to ASSESS whether or not
you have the power and energy to turn back.
I'm not dogmatically anti-turn-back, but I recommend two things to those who
practice turn-backs.
The first is to build in a delay to your turn back, simulating the period of
time you're assessing whether or not it's do-able. (The only alternative to
that would be to know the numbers cold, including all variables, and be
constantly assessing your go/no-go status on every departure. I don't think
that's realistic.)
The second thing is to keep in mind that many things can go wrong with a
turn-back aside from just not making the runway. For example, a friend of mine
once turned back and made the runway only to discover that a large formation
had lined up for take-off behind him, and was now being forced to scatter to
the grass in a very un-formation-like manner. It's true that he avoided an
off-field landing, and nobody was hurt, but it could easily have ended up much
worse than an off-field landing.
---
Tedd McHenry
Surrey, BC, Canada
DO NOT ARCHIVE
Message 27
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--> RV-List message posted by: "Sherri & Paul Richardson" <prichar@mail.win.org>
Hello All,
Does anyone have feedback to share regarding the Trutrak ADI? I'm thinking of using
one to replace my worn out attitude indicator. This will be used for IFR.
Thanks,
Paul Richardson
RV-6A 106RV
Message 28
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|
| Subject: | Trutrak Autopilot Servo versus Aileron Boot |
--> RV-List message posted by: "Sherri & Paul Richardson" <prichar@mail.win.org>
Hello,
Has anyone installed a Trutrak autopilot servo in an RV-6, with an aileron boot
also installed? I have the aileron boot installed at the exit into the wing under
the seats (to keep out cold air). Trutrak recommends installing the autopilot
roll servo in the same general area. I'm concerned about possible interference
between the two installations, for example the servo catching on the boot
fabric.
/Paul Richardson
RV-6A 106RV
Message 29
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--> RV-List message posted by: "J DAVID NEWSUM" <jnewsum1@msn.com>
Paul,
Aero-news.net did a short write up on the TruTrak ADI during Oshkosh (05
August 2005). They gave it a thumbs up for being an innovative new
product. They write up was technically informative on how the ADI worked.
The link below should get you to the write up. If not just go to the
aero-news.net web site and search on Trutrak ADI.
JD
http://www.aero-news.net/news/sport.cfm?ContentBlockID=275ba48c-486c-4a89-b91f-3ef09320ac21&Dynamic=1
>From: "Sherri & Paul Richardson" <prichar@mail.win.org>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: Trutrak ADI
>Date: Tue, 23 Aug 2005 16:59:40 -0500
>
>--> RV-List message posted by: "Sherri & Paul Richardson"
><prichar@mail.win.org>
>
>Hello All,
>Does anyone have feedback to share regarding the Trutrak ADI? I'm thinking
>of using one to replace my worn out attitude indicator. This will be used
>for IFR.
>Thanks,
>Paul Richardson
>RV-6A 106RV
>
>
Message 30
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--> RV-List message posted by: "dick martin" <martin@gbonline.com>
Dear Paul,
I have been testing the NEW ADI from trutrak for the last six months and
find it to be a remarkable piece of equipment. It is very easy to see and
is very intuitive. I find it is much easier to maintain level flight in
actual IMC than any other steam guages that I have used over the years.
Because it is a solid state digital system, it uses a miniscual amout of
electricity which really adds to the redundancy of the unit, because it will
run for hours on a small standby battery. My unit has its own internal GPS
for added redundancy, and when comparing the direction with my regular
Apollo GPS, I find the readings identical, also the internal GPS seams to
be a fraction of a second quicker with the directional readout. Also,
doing aerobatics doesn't affect it at all.
Finally I am free of failing vacuum pumps and super expensive electric gyros
that still tumble and need frequent overhauls.
As a test pilot for TruTrak and RV8 builder,pilot, I can be of assistance .
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: "J DAVID NEWSUM" <jnewsum1@msn.com>
Subject: RE: RV-List: Trutrak ADI
> --> RV-List message posted by: "J DAVID NEWSUM" <jnewsum1@msn.com>
>
> Paul,
>
> Aero-news.net did a short write up on the TruTrak ADI during Oshkosh (05
> August 2005). They gave it a thumbs up for being an innovative new
> product. They write up was technically informative on how the ADI worked.
> The link below should get you to the write up. If not just go to the
> aero-news.net web site and search on Trutrak ADI.
>
> JD
>
> http://www.aero-news.net/news/sport.cfm?ContentBlockID=275ba48c-486c-4a89-b91f-3ef09320ac21&Dynamic=1
>
>
>>From: "Sherri & Paul Richardson" <prichar@mail.win.org>
>>Reply-To: rv-list@matronics.com
>>To: <rv-list@matronics.com>
>>Subject: RV-List: Trutrak ADI
>>Date: Tue, 23 Aug 2005 16:59:40 -0500
>>
>>--> RV-List message posted by: "Sherri & Paul Richardson"
>><prichar@mail.win.org>
>>
>>Hello All,
>>Does anyone have feedback to share regarding the Trutrak ADI? I'm thinking
>>of using one to replace my worn out attitude indicator. This will be used
>>for IFR.
>>Thanks,
>>Paul Richardson
>>RV-6A 106RV
>>
>>
>
>
>
Message 31
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|
| Subject: | Re: RE: Fairings, Etc, for Horizontal Stab |
--> RV-List message posted by: <flyingrv@cox.net>
Alan,
Thanks for passing on the location of my web site: www.fairings-etc.com.
Bob
Fairings-Etc
bob@fairings-etc.com
>
> From: alan@reichertech.com
> Date: 2005/08/21 Sun PM 01:11:45 EDT
> To: rv-list@matronics.com
> Subject: RV-List: RE: Fairings, Etc, for Horizontal Stab
>
> --> RV-List message posted by: alan@reichertech.com
>
> http://www.fairings-etc.com
>
> - Alan
>
>
> --> RV-List message posted by: Pete Waters <pedroagua@yahoo.com>
>
> Gang,
>
> Exactly where is the "fairings-etc" website referenced below?
>
> Thanks,
> Pedro
>
> RV-4 N562PW
>
> << Alternately, I've looked at the fairings-etc site. From the pics, it
> looks
> like they have their own mounting screw locations, so these 10 places
> aren't even
> being used, correct?>>
>
>
> --
> Alan Reichert
> Priv, Inst, SEL
> RV-8 N927AR (reserved)
> Prepping Horizontal/Vertical Stabilizers for Assembly
>
>
>
>
>
>
>
Message 32
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|
| Subject: | Re: RE: Fairings, Etc, for Horizontal Stab |
--> RV-List message posted by: "David Burton" <dburton@nwlink.com>
Hi Bob,
Thanks for making the trip up to the Arlington fly-in this year. I really
appreciated your sharing your knowledge and tips with us and hope you'll
consider coming back. I learned a lot about making my fairings fit, and
what not to do with a heat gun!
Thanks again,
Dave Burton
RV6
----- Original Message -----
From: <flyingrv@cox.net>
Subject: Re: RV-List: RE: Fairings, Etc, for Horizontal Stab
> --> RV-List message posted by: <flyingrv@cox.net>
>
> Alan,
>
> Thanks for passing on the location of my web site: www.fairings-etc.com.
>
> Bob
> Fairings-Etc
> bob@fairings-etc.com
> >
> > From: alan@reichertech.com
> > Date: 2005/08/21 Sun PM 01:11:45 EDT
> > To: rv-list@matronics.com
> > Subject: RV-List: RE: Fairings, Etc, for Horizontal Stab
> >
> > --> RV-List message posted by: alan@reichertech.com
> >
> > http://www.fairings-etc.com
> >
> > - Alan
> >
> >
> > --> RV-List message posted by: Pete Waters <pedroagua@yahoo.com>
> >
> > Gang,
> >
> > Exactly where is the "fairings-etc" website referenced below?
> >
> > Thanks,
> > Pedro
> >
> > RV-4 N562PW
> >
> > << Alternately, I've looked at the fairings-etc site. From the pics, it
> > looks
> > like they have their own mounting screw locations, so these 10 places
> > aren't even
> > being used, correct?>>
> >
> >
> > --
> > Alan Reichert
> > Priv, Inst, SEL
> > RV-8 N927AR (reserved)
> > Prepping Horizontal/Vertical Stabilizers for Assembly
> >
> >
> >
> >
> >
> >
> >
>
>
Message 33
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|
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Dick,
I too am considering the ADI for primary attitude indicator. I saw it at
Sun'N'Fun and liked it, but I'm curious about it's flyability. When you
get slow, is it still easy to fly the indicator? I see in the article
that it would indicate nose down with an airspeed warning when slow,
nose up, and descending. Is it still intuitive enough or does it just
get weird? Would you fly it IFR as primary?
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of dick martin
Subject: Re: RV-List: Trutrak ADI
--> RV-List message posted by: "dick martin" <martin@gbonline.com>
Dear Paul,
I have been testing the NEW ADI from trutrak for the last six months
and
find it to be a remarkable piece of equipment. It is very easy to see
and
is very intuitive. I find it is much easier to maintain level flight in
actual IMC than any other steam guages that I have used over the years.
Because it is a solid state digital system, it uses a miniscual amout of
electricity which really adds to the redundancy of the unit, because it
will
run for hours on a small standby battery. My unit has its own internal
GPS
for added redundancy, and when comparing the direction with my regular
Apollo GPS, I find the readings identical, also the internal GPS seams
to
be a fraction of a second quicker with the directional readout. Also,
doing aerobatics doesn't affect it at all.
Finally I am free of failing vacuum pumps and super expensive electric
gyros
that still tumble and need frequent overhauls.
As a test pilot for TruTrak and RV8 builder,pilot, I can be of
assistance .
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: "J DAVID NEWSUM" <jnewsum1@msn.com>
Subject: RE: RV-List: Trutrak ADI
> --> RV-List message posted by: "J DAVID NEWSUM" <jnewsum1@msn.com>
>
> Paul,
>
> Aero-news.net did a short write up on the TruTrak ADI during Oshkosh
(05
> August 2005). They gave it a thumbs up for being an innovative new
> product. They write up was technically informative on how the ADI
worked.
> The link below should get you to the write up. If not just go to the
> aero-news.net web site and search on Trutrak ADI.
>
> JD
>
>
http://www.aero-news.net/news/sport.cfm?ContentBlockID=275ba48c-486c-4a8
9-b91f-3ef09320ac21&Dynamic=1
>
>
>>From: "Sherri & Paul Richardson" <prichar@mail.win.org>
>>Reply-To: rv-list@matronics.com
>>To: <rv-list@matronics.com>
>>Subject: RV-List: Trutrak ADI
>>Date: Tue, 23 Aug 2005 16:59:40 -0500
>>
>>--> RV-List message posted by: "Sherri & Paul Richardson"
>><prichar@mail.win.org>
>>
>>Hello All,
>>Does anyone have feedback to share regarding the Trutrak ADI? I'm
thinking
>>of using one to replace my worn out attitude indicator. This will be
used
>>for IFR.
>>Thanks,
>>Paul Richardson
>>RV-6A 106RV
>>
>>
>
>
>
Message 34
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|
| Subject: | SL30 Nav Antenna autolearn=unavailable version=3.0.3 |
--> RV-List message posted by: "Marty" <martorious@earthlink.net>
John,
I'm not familiar with the Archer Comm antenna, other than the fact
that it is mounted in the wingtip, is the installation you describe
standard for one, or is this a modified installation?
Marty in Indiana
RV-8A Preview plans in Hand
>-----Original Message-----
>From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
>server@matronics.com] On Behalf Of John Huft
>Sent: Tuesday, August 23, 2005 1:54 PM
>To: rv-list@matronics.com
>Subject: Re: RV-List: SL30 Nav Antenna autolearn=unavailable
>version=3.0.3
>
>--> RV-List message posted by: John Huft <rv8@lazy8.net>
>
>I have one of the Archer style com antennas in the wingtip of my RV8.
>It
>is my only com antenna, connected to a KX-155, my only com. I have
>the
>same type antenna in the other wingtip for the nav side.
>
>The nav antenna lays flat in the bottom of the wingtip. The com
>antenna
>is at a 45 or so degree angle in the wingtip. The bottom (long) side
>of
>the antenna is bonded to the bottom of the wingtip, where it will
>make a
>good contact with the bottom wing skin when the wingtip is screwed
>on.
>The top side is bonded to the upper inside of the wingtip.
>
>It should be that the signal received is .707 (cosine of 45 degrees)
>of
>what a vertical antenna would receive. The power reduction would then
>be
>10log(.707) or 1.5 dB. This is not much on paper.
>
>In the air, I just can't tell the difference between my RV8 and my
>Cessna. The radio works just fine. I can talk to other airplanes 100
>miles away. I can hear ATIS long before I contact the tower, even at
>fairly low altitudes. I have not had a tower complain about it. I
>have
>not been able to detect any directional problems, even though I have
>seen that reported on these email lists.
>
>John Huft
>
>
>Bob J wrote:
>
>>--> RV-List message posted by: Bob J <rocketbob@gmail.com>
>>
>>For those flying, how well do the wingtip com antennas work? I think
>there
>>could be some installation issues for some if they didn't try to get
>as much
>>vertical polarization as possible. I have one for the rocket but
>haven't yet
>>installed it.
>>
>>Regards,
>>Bob Japundza
>>RV-6 flying 650+hours F1 under const.
>>
>>
>>.
>>
>>
>>
>
>
Message 35
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|
| Subject: | Re: RE: Fairings, Etc, for Horizontal Stab |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi Dave,
What should we not do with a heat gun? I'm close to fitting my
fairings, and I was about to attack it with a heat gun!
Mickey
> Thanks for making the trip up to the Arlington fly-in this year. I really
> appreciated your sharing your knowledge and tips with us and hope you'll
> consider coming back. I learned a lot about making my fairings fit, and
> what not to do with a heat gun!
>
> Thanks again,
> Dave Burton
> RV6
>
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
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