Today's Message Index:
----------------------
1. 04:09 AM - Re: Extending a glide (Steve Glasgow)
2. 05:44 AM - Re: SL30 Nav Antenna autolearn=unavailable version=3.0.3 (John Huft)
3. 05:47 AM - Lessons Learned: Cross Country in an RV-3 (jacklockamy)
4. 06:30 AM - Re: Trutrak ADI (Andrew Barker)
5. 06:56 AM - RV-6A Wing Ribs (Joseph Larson)
6. 07:24 AM - Re: Trutrak ADI (Mickey Coggins)
7. 07:56 AM - Re: Extending a glide (Finn Lassen)
8. 08:15 AM - Re: SL30 Nav Antenna autolearn=unavailable version=3.0.3 autolearn=unavailable version=3.0.3 (Bob J)
9. 08:33 AM - Re: Re: Trutrak ADI (dschaefer1@kc.rr.com)
10. 09:12 AM - Re: Extending a glide (sportav8r@AOL.COM)
11. 09:19 AM - Re: Extending a glide (Bob J)
12. 09:24 AM - Re: Re: Trutrak ADI (Dan Checkoway)
13. 09:43 AM - Re: Trutrak ADI (Ed Holyoke)
14. 10:06 AM - Re: Re: Trutrak ADI (Ed Holyoke)
15. 12:58 PM - Re: First Flight Video (bertrv6@highstream.net)
16. 04:33 PM - Re: SL30 Nav Antenna autolearn=unavailable version=3.0.3 (John Huft)
17. 05:41 PM - Re: Bob Archer antenna pix. was SL30 Nav Antenna (Ed Holyoke)
18. 06:34 PM - Fairing Balance (John Furey)
19. 07:01 PM - Re: Trutrak ADI (dick martin)
20. 07:52 PM - Extending a glide (Rob W M Shipley)
21. 08:14 PM - Re: Extending a glide (Rob Prior (rv7))
22. 08:30 PM - Re: Fairing Balance (Jeff Point)
23. 08:43 PM - Re: Trutrak ADI (Doug Gray)
24. 09:09 PM - Re: Fairing Balance (Ron Lee)
Message 1
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I don't know how the numbers got in the post. It should have read Glide Ratio.
Yes of course wind will effect everything. The point was that no flaps gives you
a better ratio than with flaps. Additionally, the 296 will give you a read
out of Glide Ratio.
I have it entered in the lower left corner of the map page. If anyone besides
Stormy is looking for a way to use it on their 296 just go to map, obstacle or
position pages. Push MENU, go to Change Data Fields and enter Glide Ratio in
the position you want. Now you will have a constant reading of Glide Ratio.
If you want to extend the glide you can use this feature to find the best glide
ratio for current conditions.
Steve Glasgow
N123SG RV-8
Cappy's Toy
250 Hours
Message 2
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| Subject: | Re: SL30 Nav Antenna autolearn=unavailable version=3.0.3 |
autolearn=unavailable version=3.0.3
--> RV-List message posted by: John Huft <rv8@lazy8.net>
I think that is the way called out in the instructions. The key is to
get as much vertical as you can for the com. Luckily, our RV wings are
thick enough to allow quite a bit.
John
Marty wrote:
>--> 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 3
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| Subject: | Lessons Learned: Cross Country in an RV-3 |
--> RV-List message posted by: "jacklockamy" <jacklockamy@verizon.net>
A buddy of mine purchased an RV-3 on EBay (see http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item4568282095&rd1&sspagenameSTRK%3AMEWA%3AIT&rd1) last week. We agreed I would fly commercial from Burbank, CA to Nashville, TN, rent a car, drive to Chattanooga, TN, inspect the plane and fly it back to Camarillo, CA for him. (He owns a Cirrus SR20 and doesn't have a tailwheel endorsement....yet.) I told him "sure.... why not"? I had a couple days to spare from work and my weekend was free also.
Departed Burbank, CA on Southwest Airlines to Nashville last Thursday AM. Arrived
at Dallas Bay Sky Park Airport (1A0), Chattanooga, TN around 1800 CDT, met
the seller (very nice 36 yr-old Falcon-50 corporate jet Captain) and began inspecting
the airplane. Plane was nicely built in 1993 (615 TTAF) with the -3A
wing mod and was powered by a 2035 hour TTSN Lycoming 0320-D2J (160 HP) with
a Pacesetter wood prop. The seller had owned the RV-3 for 9 months and had only
flown it 15 hrs. Having the RV-3 parked in a small hangar behind a a Beech
Baron and a 40-minute ride to the airport made it a chore to fly it more regularly
I guess.
Departed Chattanooga Friday AM and headed for Savannah/Hilton Head International
(KSAV) in Georgia to visit relatives and so the subsequent flight plan to California
would keep me over 'less mountainous' terrain. Upon landing at KSAV
the airplane immediately developed a SEVERE wheel shimmy. The shimmy was severe
enough that the engine shut down during the landing roll-out which I attributed
to fuel in the carb bowl being very 'disburbed'..... And I had a Boeing
737 bearing down on me on final! Mind you... the plane has no IFF Transponder
so I had called Savannah Tower prior to departing 1AO for special permission
to enter Savannnah Class C airspace and land at KSAV for fuel, was given permission
to proceeed inbound and land IF they were able to pick me up on radar as
a primary target, I had a SEVERE wheel shimmy and I had a STOPPED engine!!!
The KSAV tower controller was urgently asking me to "exit the runway immediately"!
Trust me... I was doing my very best to do just that...
Somehow I got the engine re-started and made the first turn-off prior to the 737
being forced to 'go-around'. This just happened to be my very first landing
in an RV-3, and YES... it got my FULL attention. I only have about 175 hrs in
tailwheels (Citabria, Sonerai 2 and a Sonex), but this was BY FAR the most exciting
landing I had ever experienced! Parked the aircraft at Signature Aviation
FBO, checked my shorts, and started making some phone calls. I also searched
the RV-List archives for "RV-3 wheel shimmy" to see what I could learn about
the shimmy problem which was a definite "show stopper" as far as flying the
airplane again until this was figured out. From the pre-purchase inspection
I discovered the seller had balanced the wheel pants with lead shot and epoxy
in the nose of the wheel pants and wood shimmy dampners were installed on the
gear legs. What the seller didn't tell me (or didn't know) was that we should
NEVER have added air to the tires! From reading the RV List Archives, I discovered
tire pressures should be 22-24 PSI... not 40-45 PSI which we had inflated
the tires to during the pre-flight inspection the night before. I had increased
the tire pressure so there was more clearance around the wheel pant openings.
LESSON #1: NEVER inflate main gear tires pressure on an RV-3 to above
24 PSI!
My brother and I went back out to the airport, removed the wheel pants, reduced
the tire pressure to 22 PSI, and ensured the wheel pant brackets were properly
secured. I performed two taxi test and the difference was amazing! I now felt
confident I could safely get the RV-3 back to California.
Departed KSAV Saturday morning at daylight and headed to KMVC (Monroeville, AL)
for the first fuel stop. This RV-3 has a 24-gal header fuel tank, was burning
8 gph at altitude so I had planned two-hour legs with a one-hour reserve. After
reaching cruise altitude (8500'), the Garmin 196 yoke mount I had attached
to the lower instrument panel had worked loose and had to be re-tightened.
While tightening the mount, my hand inadvertantly shut the fuel pump toggle switch
to OFF. Within 5 seconds the engine shut down! (The plane is equipped with
two electric fuel pumps - no mechanical engine fuel pump). What the !@#$!
Looked for a landing site, set best glide speed, took some DEEP BREATHS and
then went through the engine re-start sequence. Only lost about 500 FT altitude
when I discovered the fuel pump switch not in the full up position. An old
worn-out toggle switich for your primary source of fuel is BAD! LESSON #2: Always
have a mechanical fuel pump and ensure electric fuel pumps are protected
from inadvertant shut down with a safety lock and not placed in a row of switches
operating such things comm, lights, etc. Fuel pump switches should be all
by themselves on a panel.
The rest of the trip home was a pleasure. Just wish the plane had some Oregon
Aero seats with temperfoam installed. At cruising altitudes of 8500-10500, and
at 2400-2500 RPMS, I was seeing 180-190 MPH ground speeds with 10-15 KTS headwinds.
With two-hour or less legs for fuel stops, the route of flight for Saturday
was planned as: KSAV, KMVC (Monroeville, AL), KMLU (Monroe, LA), KLUD
(Decatur, TX) and KPRZ (Portales, NM). Prior to reaching Portales, I could see
rain and thunderstorms ahead so I diverted to KCVN (Clovis, NM) for the night.
Left Savannah, GA at 0800 EDT and arrived in Clovis, NM at around 1700 MST.
Not bad for a days flying..... And the people I met at these airports were
the best. Regardless of what see you on the 6-oclock news, there are still
some good people out there and usually they are "airplane folks". Got offered
(and accepted) some home-made BBQ sandwiches and "sweet tea" in Alabama and a
6 mile ride to/from the airport into town at Clovis, NM from a fellow who owned
the local Econo Lodge. Gene flies ultralights at Clovis but he was excited
to see the RV-3....
Departed Clovis Sunday AM with fuel stops at KSJN (St. Johns, AZ) and KHII (Lake
Havasu, AZ) and arrived into KCAM (Camarillo, CA) around 1300 PDT. Of noteable
mention also is that the 2035 hr TTSN Lycoming used ZERO oil for the entire
trip (13.6 hrs)! I still find it hard to believe but it's true.
Since arriving the plane has been cleaned, cowl and panels removed, and will be
getting a much needed "face-lift" on the instrument panel (Dynon D10A, Becker
Transponder, etc.) soon. Oh... and new seat cushions! :-)
To recap some lessons learned:
1. Have an IFF transponder installed (VFR flight following is nice during long
cross country flights....)
2. NEVER inflate tires on an RV-3 above 24 PSI
3. Taxiing above 15 MPH in this RV is NOT recommended (wheel shimmy)
4. Have a mechanical fuel pump on your engine (electric fuel pumps can and will
fail....) .
5. Switches that must be ON to keep the aircraft airborne should be protected
with locking devices or covers so that they can not be inadvertantly shut OFF.
These switches should also NOT be located in a row with light switches, comm
switches, etc.
6. When you are faced with a engine out situation, don't panic, take a few deep
breaths, fly the airplane, and go through the re-start sequence calmly.
And finally, it's all about the journey.... not the destination!
Gotta love these RVs....
Jack Lockamy
Camarillo, CA
RV-7A N175JL
www.jacklockamy.com
Message 4
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--> RV-List message posted by: "Andrew Barker" <Andrew@trutrakap.com>
I hope that no one minds my jumping in here to clarify a little on the
ADI...
I do believe that the article may have had a few mistakes, the ADI will NOT
indicate nose up if you are descending. The ADI will only show nose up, if
you are in fact climbing. If your airspeed gets to a minimum airspeed, that
the pilot sets, ADI will begin indicating "A-S"...we added the minimum
airspeed to tell people (especially lower time VFR pilots such as myself) to
pay attention to the airspeed indicator, as people do sometimes tend to get
tunnel vision in IMC.
Once again, I hope that no one minds my reply. If anyone has questions, I
will however be very happy to answer them.
Andrew Barker
General Manager
TruTrak Flight Systems
PH: 479-751-0250 Ext.222
Toll Free: 1-866-TruTrak
www.trutrakap.com
----- Original Message -----
From: "Ed Holyoke" <bicyclop@pacbell.net>
Subject: RE: RV-List: Trutrak ADI
> --> 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
> To: rv-list@matronics.com
> 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>
> To: <rv-list@matronics.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
>>>
>>>
>>
>>
>>
>
>
> __________ NOD32 1.1197 (20050818) Information __________
>
> This message was checked by NOD32 antivirus system.
> http://www.eset.com
>
>
Message 5
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--> RV-List message posted by: Joseph Larson <jpl@showpage.org>
I'm still getting back to building after taking nearly 4 years off to
move and build the workshop / garage. I'm having trouble remembering
some stuff, so I thought I'd see if folks could toggle some memories.
I'm riveting ribs to the main wing spars. The outboard ribs get
riveted with both the leading edge and main ribs together. If I'm
reading the plans properly, Vans recommends blind rivets for most of
these ribs, but AN470s for the tipmost 2 ribs.
First off, can anyone comment -- did I read the plans correctly?
Next, any suggestions on how I'm supposed to buck those AN470s out
near the tips without pulling the wings off the jigs? Right now, the
wing jig posts occlude the end of the wings, so I can't reach my hand
in through the lightening holes in the tip ribs.
Is there any good reason why I shouldn't just use pulled rivets for
all the ribs?
---
On a separate note -- my rivet gun is working great now. Per
suggestions from you folks, I poured a bunch of oil into it. I
poured the oil in via the air inlet, but I think I could have put
some in through the tip as well. I let the oil sit a few days, and
it didn't do much. But after several minutes of running air through
the gun, suddenly it started firing properly again. So something got
properly lubricated, and now it's a happy little gun again.
So thanks for the suggestions. I didn't have to ship the gun back to
Avery to get it working. But I'll also point out that even though
I've had the gun for nearly 10 years, Avery offered to clean it up
and get it working for me, free of charge. That's amazing service!
-Joe
Message 6
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--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> I hope that no one minds my jumping in here to clarify a little on the
> ADI...
> ...
> Once again, I hope that no one minds my reply. If anyone has questions, I
> will however be very happy to answer them.
>
> Andrew Barker
> General Manager
> TruTrak Flight Systems
> PH: 479-751-0250 Ext.222
> Toll Free: 1-866-TruTrak
> www.trutrakap.com
On the contrary - I like it when vendors take the time to help
me understand their product. Thanks for helping!
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
do not archive
Message 7
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: Finn Lassen <finn.lassen@verizon.net>
George, I think you're missing the point. Why in the world would you willingly
set yourself up for the possibility of a crash near an airport if it is so easily
avoided?
I can think of at least three crashes from the "pattern" near Clearwater airport
- probably more over the years - where they could easily have been avoided had
the pilots been flying a tighter pattern. One near a highschool - very bad
PR for the airport. I don't recall any midairs there - unless you count one airplane
landing on top on another.
If a pilot can't fly a tight pattern and still be heads up to see and avoid, he
needs more training.
And yes, I normally climb as fast as possible when over densely populated areas
to be within gliding distance of airport or "safe" landing spots and severely
frown on anybody "dragging it in" at low altitude over densely populated areas.
In my experience, complete loss of power has occurred more frequently after RPM
reductions. When approaching an airport, and traffic allows, why not use your
speed and altitude to ensure you'll make the runway in case of loss of power?
Finn
GMC wrote:
>--> 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 8
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| Subject: | Re: SL30 Nav Antenna autolearn=unavailable version=3.0.3 autolearn=unavailable |
version=3.0.3
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
John, how is the antenna bent. Is it bent so that the radiating element is
at a 45 degree angle perpendicular to the wingtip, so the narrow end is
attached to the top of the wingtip? Or is it bent parallel to the wingtip,
with the long edge of the radiating element attached to the top of the
wingtip?
Regards,
Bob Japundza
RV-6 flying 650+ hours, F1 under const.
On 8/24/05, John Huft <rv8@lazy8.net> wrote:
>
> --> RV-List message posted by: John Huft <rv8@lazy8.net>
>
> I think that is the way called out in the instructions. The key is to
> get as much vertical as you can for the com. Luckily, our RV wings are
> thick enough to allow quite a bit.
>
> John
>
>
> Marty wrote:
>
> >--> 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 autolearnunavailable
> >>version3.0.3
> >>
> >>--> 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 9
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--> RV-List message posted by: dschaefer1@kc.rr.com
I've been flying the ADI for several months. It is an incredible piece
of equipment and should be an addition to every RV panel. Gone are the
days of turn and bank or expensive electronic DGs! It is very easy to
fly and very sensitive the aircrafts movements. Ive never seen it
show nose up when Ive been descending (that would be just wrong!)what
ever artical indicated that was incorrect. In many cases it has been
more sensitive and responsive than my EFIS.
Get one and enjoy it, whether as a primary or a necessary backup
indicator for IFR.
David Schaefer
RV-6A N143DS "Geek One"
www.n142ds.com
----- Original Message -----
From: Ed Holyoke <bicyclop@pacbell.net>
Subject: RE: RV-List: Trutrak ADI
> --> 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
> To: rv-list@matronics.com
> 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
> internalGPS
> for added redundancy, and when comparing the direction with my
> regular
> Apollo GPS, I find the readings identical, also the internal GPS
> seamsto
> 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>
> To: <rv-list@matronics.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 10
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: sportav8r@aol.com
Thanks, Steve. I'll try that tonight.
-Stormy
-----Original Message-----
From: Steve Glasgow <willfly@carolina.rr.com>
Subject: Re: RV-List: Extending a glide
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I don't know how the numbers got in the post. It should have read Glide Ratio.
Yes of course wind will effect everything. The point was that no flaps gives
you a better ratio than with flaps. Additionally, the 296 will give you a read
out of Glide Ratio.
I have it entered in the lower left corner of the map page. If anyone besides
Stormy is looking for a way to use it on their 296 just go to map, obstacle or
position pages. Push MENU, go to Change Data Fields and enter Glide Ratio in
the position you want. Now you will have a constant reading of Glide Ratio. If
you want to extend the glide you can use this feature to find the best glide
ratio for current conditions.
Steve Glasgow
N123SG RV-8
Cappy's Toy
250 Hours
Message 11
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
On 8/23/05, GMC <gmcnutt@shaw.ca> wrote:
>
> --> 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.
I disagree. I do this in a safe manner, at an airport that is out in the
farm fields and not very busy. I've had other pilots mention to me that they
thought what I do for practice is a good thing and started doing it
themselves. Good engine-out practice shouldn't stop once you got your
private ticket. I don't think one can get "carried away" through
proficiency.
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??
Sure I do. I keep my eyes and ears peel just like anyone else should. I
worry more about others not paying attention in the traffic pattern, period.
The ones who are so far out they can't see anyone else in the pattern. Or
the ones who will get in the pattern and use a runway just because someone
else just used that runway (not knowing they may have been taking off
downwind, for example) and not knowing what the windsock is doing. I've seen
these sorts of things many times.
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.
I personally don't care about statistics, if there are any on this subject.
What I care about is am I properly practicing and training for the day when
the engine quits, and being able to put the airplane down where it needs to
go.
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?
That makes no sense. Why not be within gliding distance of the runway.
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 don't see your point. First of all its a railroad, not a highway. I've
flown to OSH 11 times, and on more than one occasion the guy in front of me
was going the wrong way. Does that mean I should follow him? The same logic
applies in the local traffic pattern. Being three miles out and trying to
make the runway in an RV at 1000ft agl with the prop stopped ain't happening
in an RV.
"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!
Flaps have little effect on pitching moment in an RV. Besides, visibility is
great either way. My point is rather than getting into the rigid habits that
some pilots are trained to do, fly extremely wide patterns and come in on
final with lots of power, I prefer to keep things tight, because if the
engine quit and I'm low to the ground, that is the only way to have a chance
of landing on the airport if such an event were to occur. I fly the airplane
as if the power is lost and can do it following a standard trafic pattern,
not a three mile pattern.
"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!!
It can fail at any point, I make no assumptions.
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!
I don't play games, I train so that if required I can live another day. I am
repectful of others and don't do it when others are in the pattern. Please
offer something constructive if you wish to criticize.
do not archive
Regards,
Bob Japundza
RV-6 flying 650+hours, F1 under const.
Message 12
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|
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> I've been flying the ADI for several months. It is an incredible piece
> of equipment and should be an addition to every RV panel. Gone are the
> days of turn and bank or expensive electronic DGs! It is very easy to
> fly and very sensitive the aircrafts movements. Ive never seen it
> show nose up when Ive been descending (that would be just wrong!)what
> ever artical indicated that was incorrect. In many cases it has been
> more sensitive and responsive than my EFIS.
Does it show nose down pitch when you're actually nose up, as in when you're
flying slowly and descending with the nose above the horizon?
What does it indicate during a stall?
I use & love TruTrak stuff and think the company is fantastic, but I
question why they would produce an instrument that "hints at" pitch
indication without it really indicating pitch. This seems like it's
treading on thin ice to me...
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 13
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|
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Hi Andrew,
I don't think most people mind you answering questions here. I doubt
anybody confuses it with gross commerciality. One of my questions is
about how it is to fly the instrument when it appears to be indicating
backwards as posed in the quote from the article below.
>"So, does this thing work like an attitude indicator? In cruise it
works pretty much as expected. Andrew Barker of TruTrak tells us he'd be
comfortable flying it in cruise, though it may be difficult to convince
the FAA this device meets the requirements for either a primary attitude
indicator or the backup turn and bank coordinator.
>One peculiarity of the design involves slow flight: When slow, on the
back of the power curve, the nose attitude may be high, but vertical
speed may be low (even negative). The ADI in that situation will show a
nose-low attitude. To warn the pilot of this condition, the ADI includes
a low airspeed warning that will go off when slow."
Here they say that the indicator might be showing nose down when, in
fact the airplane is nose up and that you'd get the airspeed warning to
make you aware of it. I'm just curious about how that actually feels
when you see it. Is it easy to recognize and deal with or do you have to
think hard and act counter intuitively to recover? Is the first reaction
to pull the nose higher and would that make the indicator show more nose
down as you get further behind the power curve? I'm wondering if anybody
has tried this under the hood and if they were able to control the
airplane effectively by reference to the ADI. It may well be a non-issue
if the only time you see a reverse indication is deep into a flare
inches from the runway, so I'm asking people who've flown the instrument
for their input.
Another question that comes to mind, now that we've got you here, is:
You're quoted as saying you'd be comfortable flying it in cruise. The
implication is (and probably out of context) that you (or at least the
FAA) wouldn't be comfortable flying an approach with it. Care to address
that?
Please don't think that I'm being adversarial. I'm just trying to decide
which instrument to buy for the top center spot in my panel and, so far,
the ADI is the first choice if I can satisfy myself that it's the right
one.
Pax,
Ed Holyoke
RV-6a flying
RV-6 still plugging away at
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Andrew Barker
Subject: Re: RV-List: Trutrak ADI
--> RV-List message posted by: "Andrew Barker" <Andrew@trutrakap.com>
I hope that no one minds my jumping in here to clarify a little on the
ADI...
I do believe that the article may have had a few mistakes, the ADI will
NOT
indicate nose up if you are descending. The ADI will only show nose up,
if
you are in fact climbing. If your airspeed gets to a minimum airspeed,
that
the pilot sets, ADI will begin indicating "A-S"...we added the minimum
airspeed to tell people (especially lower time VFR pilots such as
myself) to
pay attention to the airspeed indicator, as people do sometimes tend to
get
tunnel vision in IMC.
Once again, I hope that no one minds my reply. If anyone has questions,
I
will however be very happy to answer them.
Andrew Barker
General Manager
TruTrak Flight Systems
PH: 479-751-0250 Ext.222
Toll Free: 1-866-TruTrak
www.trutrakap.com
----- Original Message -----
From: "Ed Holyoke" <bicyclop@pacbell.net>
Subject: RE: RV-List: Trutrak ADI
> --> 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
> To: rv-list@matronics.com
> 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>
> To: <rv-list@matronics.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
>>>
>>>
>>
>>
>>
>
>
> __________ NOD32 1.1197 (20050818) Information __________
>
> This message was checked by NOD32 antivirus system.
> http://www.eset.com
>
>
Message 14
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|
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
David,
You might be right, but I'm used to an attitude indicator showing what
the attitude of the aircraft is, whatever the flight path may be. I
understand that the ADI is a hybrid instrument and shows flight path and
not necessarily attitude. It may well be the future of primary flight
instruments (and in my near future as well).
Let's say for instance that I've managed to get my nose way up while in
poor or non-existent visibility, so high in fact that I stall or mush
the airplane. Now I'm descending like a big dog and (assuming I haven't
spun) the nose is still way up but the ADI is showing nose down and A-S.
Will I be able to easily diagnose and correct my situation? Bear in mind
I was confused enough to stall in the first place. I admit that this is
sort a far fetched scenario, but my curiosity remains.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
dschaefer1@kc.rr.com
Subject: Re: RE: RV-List: Trutrak ADI
--> RV-List message posted by: dschaefer1@kc.rr.com
I've been flying the ADI for several months. It is an incredible piece
of equipment and should be an addition to every RV panel. Gone are the
days of turn and bank or expensive electronic DGs! It is very easy to
fly and very sensitive the aircrafts movements. Ive never seen it
show nose up when Ive been descending (that would be just wrong!)what
ever artical indicated that was incorrect. In many cases it has been
more sensitive and responsive than my EFIS.
Get one and enjoy it, whether as a primary or a necessary backup
indicator for IFR.
David Schaefer
RV-6A N143DS "Geek One"
www.n142ds.com
----- Original Message -----
From: Ed Holyoke <bicyclop@pacbell.net>
Subject: RE: RV-List: Trutrak ADI
> --> 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
>
Message 15
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|
| Subject: | Re: First Flight Video |
--> RV-List message posted by: bertrv6@highstream.net
Quoting Walter Tondu <walter@tondu.com>:
> --> RV-List message posted by: Walter Tondu <walter@tondu.com>
>
> On 08/18 12:02, lucky wrote:
>
> > I have a FI engine too which I haven't started yet (close though!) and am
> wondering if hindsight says you may have had some symptom on the ground prior
> to takeoff of the FOD in the #4 fuel injector and maybe adrenaline kept you
> from noticing on that first flight.
>
> Engine was a hard starter but other than that I didn't notice anything
> in particular. The engine roughness began around 300 to 400 feet. I
> think the booger came loose and clogged the injector at that point.
>
> I would certainly advise a full power ground runup before first flight.
>
> --
> Walter Tondu
> http://www.rv7-a.com
>
> Walter: I am trying to see your video...but I must be doing
something wrong here... Ihave a regular desk p.c. Dell' I tried to
log into your web? but nothing,,,is a particular software needed, or program?
Any how if you could send me some suggestions off line perhaps..
Would love to see it..
Bert
rv6a
Do Not Archive
>
>
Message 16
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|
| Subject: | Re: SL30 Nav Antenna autolearn=unavailable version=3.0.3 |
autolearn=unavailable version=3.0.3
autolearn=unavailable version=3.0.3
--> RV-List message posted by: John Huft <rv8@lazy8.net>
Well,...
On the one I bought, the long leg is attached to the shield of the coax.
It is attached to the end of the bottom wing skin, so it is in line with
the direction of motion. There is a leg that goes at an angle, and
attaches to another leg, that is parallel to the long leg. It is the
last leg that is bonded to the top of the wing tip. So, just the short,
middle leg is hanging in air, going from the bottom wing skin, to the
inside top of the wingtip.
Clear as mud I bet. A picture would be nice, but would require removal
of the wingtip.
John
Bob J wrote:
>--> RV-List message posted by: Bob J <rocketbob@gmail.com>
>
>John, how is the antenna bent. Is it bent so that the radiating element is
>at a 45 degree angle perpendicular to the wingtip, so the narrow end is
>attached to the top of the wingtip? Or is it bent parallel to the wingtip,
>with the long edge of the radiating element attached to the top of the
>wingtip?
>
>Regards,
>Bob Japundza
>RV-6 flying 650+ hours, F1 under const.
>
>On 8/24/05, John Huft <rv8@lazy8.net> wrote:
>
>
>>--> RV-List message posted by: John Huft <rv8@lazy8.net>
>>
>>I think that is the way called out in the instructions. The key is to
>>get as much vertical as you can for the com. Luckily, our RV wings are
>>thick enough to allow quite a bit.
>>
>>John
>>
>>
>>Marty wrote:
>>
>>
>>
>>>--> 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 autolearnunavailable
>>>>version3.0.3
>>>>
>>>>--> 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 17
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| Subject: | Bob Archer antenna pix. was SL30 Nav Antenna |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
--> RV-List message posted by: John Huft <rv8@lazy8.net>
Well,...
Clear as mud I bet. A picture would be nice, but would require removal
of the wingtip.
John
I just posted some pix of my not yet flying installation in a new style
wingtip to photoshare. They'll probably show up in a couple of days.
I didn't post pix of the nav antenna. The nav antenna does require any
vertical rise and so just lays flat in the tip.
Pax,
Ed Holyoke
Message 18
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--> RV-List message posted by: "John Furey" <john@fureychrysler.com>
Last week I posted that my nose gear was pulsing forward and back about 1/2"
during flight. Changing RPM would aggravate it. I could not see where
balancing the fairing would do any good since it is attached in two places
however I'm pleased(and surprised) to report that after putting 9oz of
weight in the front of the fairing all pulsations are gone regardless of
RPM. I will do the mains now.
John
RV6A O-320 Hartzel
Message 19
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--> RV-List message posted by: "dick martin" <martin@gbonline.com>
Dear Ed,
I have flown the ADI at least 4 or 5 hours in actual IMC.and I find it much
easier to fly than my artificial horizon that I left in the airplane until I
got more used to the ADI.. The ADI is very intuitive. You can't usually
see it in the pictures, but if you look at one, you will notice that in the
center of the instrument is a white dot. When the red dot on the movable
portion of the inst is co vering the white dot completely, you are perfectly
level. As soon as you see any portion of the white dot, you are climbing or
diving ( the horizontal bar of course is still their and usuable also) so
you have a double indication. I find that by watching the dot, I can avoid
the usual 50 to 100 ft up or down that usually isn't noticiblle with a
converntional until you are off your altitude.
Also, I really like the warning arrows that flash and point the correct
direction to roll whn the bank angle exceeds 30 degrees.
If you like, I will send you a tech sheet, that completely describes the
instrument function.
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: "Ed Holyoke" <bicyclop@pacbell.net>
Subject: RE: RV-List: Trutrak ADI
> --> 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
> To: rv-list@matronics.com
> 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>
> To: <rv-list@matronics.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 20
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| Subject: | Extending a glide |
--> RV-List message posted by: "Rob W M Shipley" <rob@robsglass.com>
Mark Phillips wrote
"I'd like to toss the wind into this discussion, if I may- let's not forget
that runway selected for landing usually has the wind trying to blow you
AWAY
from it, which is one reason I always like to make
steeper-than-standard-glide-slope approaches. (lots in archives about high
sink
rate of RVs (-9s & -10s
excluded?) with power off vs. some power on final)
Recent post regarding diving toward threshold begs this question: Assuming
no hazardous ground obstructions between threshold and current position, is
it
wise to dive closer to the ground to gain airspeed (engine out) to possibly
reduce effects of wind? I know this sounds kinda scary, but if it happened
to
me, I'd want every advantage I could get to make the runway if no better
alternatives available...
Just theorizing here & never heard it discussed. What say y'all?"
*****
A good friend who flies gliders did exactly this when short of his desired
touchdown in a Schweitzer. He dove for the ground and used ground effect to
extend his glide. Since he was low enough to be out of sight for a few
minutes this created consternation amongst the onlookers until he popped up
about 75yds from the numbers. Big sighs of relief! I suspect this
technique might be more useful with the RV9s wing than for those with a
Hershey bar. Perhaps if you have a really long runway cautious testing
might tell you if this might be of any utility in an emergency.
Good luck to our test pilots.
Rob
Rob W M Shipley
N919RV (res) Fuselage .....still!
La Mesa, CA. (next to San Diego)
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Message 21
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "Rob Prior (rv7)" <rv7@b4.ca>
On 19:49:35 2005-08-24 "Rob W M Shipley" <rob@robsglass.com> wrote:
> A good friend who flies gliders did exactly this when short of his
> desired touchdown in a Schweitzer. He dove for the ground and used
> ground effect to extend his glide. Since he was low enough to be out
> of sight for a few minutes this created consternation amongst the
> onlookers until he popped up about 75yds from the numbers. Big sighs
> of relief! I suspect this technique might be more useful with the
> RV9s wing than for those with a Hershey bar. Perhaps if you have a
> really long runway cautious testing might tell you if this might be
> of any utility in an emergency. Good luck to our test pilots.
Keep in mind that ground effect only starts to have any significant effect
when you're half a wingspan or less from the ground. Your friend in his
Schweitzer could probably feel the ground effect and yet still clear power
lines. In an RV, you may be lucky to clear the fence at the edge of the
airport. Something to keep in mind... Catching the gear on the top of the
fence may be worse than planning to land out in an adjacent field instead.
-Rob
Message 22
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| Subject: | Re: Fairing Balance |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
Balancing fairings seems pretty akin to voodoo for me, but it works and
I am a strong believer in doing it.
Jeff Point
do not archive
>
>
Message 23
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--> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
Andrew,
Do you have an Operator Manual for the ADI? I did not find the usual link on the
website.
I like what I see and like the positive comments but I would like to understand
the product a little
better. I am currently deciding on instruments and the ADI is in the mix.
Doug Gray
>>I hope that no one minds my jumping in here to clarify a little on the
>>ADI...
>>...
>>Once again, I hope that no one minds my reply. If anyone has questions, I
>>will however be very happy to answer them.
>>
>>Andrew Barker
>>General Manager
>>TruTrak Flight Systems
>>PH: 479-751-0250 Ext.222
>>Toll Free: 1-866-TruTrak
>>www.trutrakap.com
Message 24
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| Subject: | Re: Fairing Balance |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>Balancing fairings seems pretty akin to voodoo for me, but it works and
>I am a strong believer in doing it.
Balance "fairings" or "wheel pants" ??
Ron Lee
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