Today's Message Index:
----------------------
1. 06:11 AM - Re: Fairing Balance (Jeff Point)
2. 06:48 AM - Re: Fairing Balance (John Furey)
3. 07:45 AM - Re: Extending a glide (Bob 1)
4. 08:11 AM - Re: Extending a glide (Bob 1)
5. 09:04 AM - Fall RV Fly-In (Tony Marshall)
6. 09:31 AM - Re: Fall RV Fly-In (Greg Young)
7. 09:54 AM - Glide Ratio (EMAproducts@aol.com)
8. 09:58 AM - Glide Angle (EMAproducts@aol.com)
9. 12:57 PM - Re: Trutrak ADI (Andrew Barker)
10. 01:05 PM - Re: Trutrak ADI (DOUGPFLYRV@aol.com)
11. 01:52 PM - Cowl Flap (Darrell Reiley)
12. 02:29 PM - Re: Trutrak ADI (Mark & Kelly)
13. 03:01 PM - Re: Glide Ratio (Kevin Horton)
14. 03:23 PM - Re: Trutrak ADI (Andrew Barker)
15. 03:27 PM - Re: Trutrak ADI (Andrew Barker)
16. 04:55 PM - BIG Rivet Squeezer on Ebay (Bill Dube)
17. 05:17 PM - Re: Trutrak ADI (REHughes)
18. 06:38 PM - Re: Cowl Flap (dick martin)
19. 06:48 PM - Re: Trutrak ADI (DOUGPFLYRV@aol.com)
20. 06:50 PM - Fw: AeroElectric-List: Auto Anti-Ice Switch (John D. Heath)
21. 06:50 PM - Fw: AeroElectric-List: Thermostatically Controlled Radiator Flap (John D. Heath)
22. 07:15 PM - Re: Cowl Flap (Walter Tondu)
23. 08:37 PM - Re: Trutrak ADI (Mark)
24. 10:06 PM - Re: Trutrak ADI (Doug Gray)
Message 1
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| Subject: | Re: Fairing Balance |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
Uh, how about "wheel fairings?" Meant wheel pants, of course.
Jeff Point
do not archive
>Balance "fairings" or "wheel pants" ??
>
>
>
>
Message 2
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--> RV-List message posted by: "John Furey" <john@fureychrysler.com>
Yes sir. Wheel Pants.
John
Message 3
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "Bob 1" <rv3a.1@comcast.net>
From what I've read on other lists from folks doing cowling work .....
shock cooling is an urban myth.
Linn
do not archive
---------------------------
True.
Shock cooling is an 'urban' myth.
Thermal cycles are not.
bob 'urban' - notorious for 50+ years of aviations myths and legends. ;-)
Do not archive
Message 4
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| Subject: | Re: Extending a glide |
--> RV-List message posted by: "Bob 1" <rv3a.1@comcast.net>
> 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.
-------------------------------------------------------
Forget the "ifs".
Heed Doug's advice and you won't go wrong.
"Never" is no stretch.
FWIW....
800 feet is pattern altitude and down wind for landing.
At 1500 feet I'm in the next county. ;-)
bob - over a half century of flight
Message 5
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--> RV-List message posted by: "Tony Marshall" <tony@lambros.com>
Since Van's Homecoming has been cancelled this year, is anyone interested in
a fly-in somewhere in the NW in Sep or Oct? We have a great little airport
on Flathead Lake in NW Montana, Polson 8S1. It is possible we could host
something, unless someone has a better idea. We just held our 7th annual
fly-in last Sat.....great success.
Tony Marshall
RV6
Polson, MT
Message 6
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--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
How deep is the snow by then?;-}
do not archive
>>Since Van's Homecoming has been cancelled this year, is anyone interested in
>>a fly-in somewhere in the NW in Sep or Oct? We have a great little airport
>>on Flathead Lake in NW Montana, Polson 8S1. It is possible we could host
Message 7
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--> RV-List message posted by: EMAproducts@aol.com
In a message dated 8/25/05 12:00:22 AM Pacific Daylight Time,
rv-list-digest@matronics.com writes:
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 & all on this thread,
An Angle of Attack will ALWAYS show the correct AOA for best glide if set up
properly. If the AOA you chose has "settable" indications (LED's) they can be
setup as you desire, even correct for up to 6 flap settings, not what the
designer of the system wanted you to see. Then you can compare apples and apples
by checking the best glide, corrected for all variances,
Any questions or comments reply off list if desired.
Elbie
EM Aviation, LLC
Message 8
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--> RV-List message posted by: EMAproducts@aol.com
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??
Its easy with a Poor Mans "Heads Up Display" of AOA. Correct AOA displayed on
windscreen right in line of vision.
Elbie
EM Aviation
Message 9
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--> RV-List message posted by: "Andrew Barker" <Andrew@trutrakap.com>
This is going to be a bit wordy...but stick with me. This is the best
description that I can come up with for the ADI...sorry if it sounds like a
sales pitch, I will do my very best to keep it objective and provide good
information about the unit.
The pitch display is, as everyone is learning, very different from a
convention attitude gyro. For short term or immediate movement of the nose
up or down, the ADI responds and is flown like any other gyroscopic pitch
indicator. The main difference is that after the display has moved in
response to an attitude change the deflection is sustained by the resulting
vertical speed. This presentation is proving to be much better than the
conventional attitude display, because holding altitude and maintaining
stable climbs and descents is much easier with the vertical speed display.
It is true, that when an aircraft approaches a stall, it can fly at an ever
increasing angle of attach when the vertical speed indicates zero. For this
reason we have included the airspeed warning in the form of the letters
"A-S" flashing in the DG display. This is telling the pilot to cross check
with the airspeed indicator. For stall prevention airspeed is the best
information short of angle of attack, better even than attitude. If one
wants to hold altitude, simply put the reference airplane on the horizon,
the reference airplane does not have to be adjusted up or down to compensate
for the angle that the fuselage is flying at a given airspeed. We recommend
that the airspeed be set so that it will begin flashing at or just below the
best rate of climb speed (which also happens to be the best glide speed), so
as to give ample warning of an approaching stall and to aid in emergencies
situations.
The roll portion is driven similarly to the pictorial Turn & Bank. The only
difference being that it shows bank angle instead of turn rate. The
advantage of this is that the instrument uses only instantaneous data. The
display cannot drift in shallow turns, and accumulate error as is possible
with conventional AHRS systems. It shows bank angles of up to +/- 45
degrees. If the bank angle exceeds +/- 30 degrees, flashing red arrows
point in the direction that the stick needs to be moved to level the
aircraft. This was done, because in IMC the objective to stay level or in
shallow banks.
The direction portion of the ADI is centered just below the rotating horizon
mask. We have always maintained that GPS track is the way to fly, and this
instrument is no different. The track DG, is not simply just another
display of the track from your GPS, it is a gyroscopically enhanced track.
This means that it functions exactly like a standard DG, except it is
showing track instead of heading. In the event of the loss of GPS signal,
the attitude portion of the ADI is not affected. We do not use the track
information as part of the attitude solution. It is simply added to the
unit to give it more functionality.
The mounting of the ADI is not extremely critical as with convention gyros
and AHRS systems. As long as the amount of tilt is no more than 10 degrees
in any direction the ADI will perform equally well. ADI only uses two rate
gyros and a pressure transducer, as opposed to 3 rate gyros, 3
accelerometers, and 2 pressure transducers in standard AHRS systems. The
concept of this instrument is so unique that a patent was received in only 4
months, the patent examiner found no similar prior art.
ADI also comes standard with internal lighting. Built in GPS for the DG and
a backup battery are options.
As to the 2" ADI, we are working on it and are shooting for the first of the
year. ADI pilot will be around the same time as well.
My RV-4 project doesn't get much time right now, my father and I are
building a hangar at a local airport, and it will go there, so we can get
things going a little more.
Andrew Barker
General Manager
TruTrak Flight Systems
PH: 479-751-0250 Ext.222
Toll Free: 1-866-TruTrak
www.trutrakap.com
Message 10
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--> RV-List message posted by: DOUGPFLYRV@aol.com
Andrew, when do u expect to start shipping the standby batteries for the
ADI?
Thanks
Doug Preston
DO NOT ARCHIVE
Message 11
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--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
Okay Guys and Gals,
I know someone out there has researched cowl flaps for RV's...
Has anyone had the thought of installing cowl flaps in the engine cowling for cooling
in an RV with fuel injection?
Darrell
Message 12
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--> RV-List message posted by: "Mark & Kelly" <eyedocs1@swbell.net>
"If one wants to hold altitude, simply put the reference airplane on the horizon,
the reference airplane does not have to be adjusted up or down to compensate
for the angle that the fuselage is flying at a given airspeed."
Andrew,
Thanks for the detailed response. Your instrument sounds like it responds similarly
to an EFIS flight path marker in the vertical meridian, whereas wherever
you put the indicator, that's where it will go. Is this true?
Also, I have plans on getting your DigiFlight-IIVSGV for vertical guidance on approaches.
Your TruTrak ADI looks like it may be a good artifical horizon backup
to the EFIS, but is there a way that it can be interfaced with the IIVSGV
for AP control, such as with a toggle switch? Maybe it is overkill, but as long
as it is in the panel, is there a way to have the servos work off of either
AP?
Thanks,
Mark
Message 13
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--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 25 Aug 2005, at 12:50, EMAproducts@aol.com wrote:
> --> RV-List message posted by: EMAproducts@aol.com
>
> In a message dated 8/25/05 12:00:22 AM Pacific Daylight Time,
> rv-list-digest@matronics.com writes:
> 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 & all on this thread,
>
> An Angle of Attack will ALWAYS show the correct AOA for best glide
> if set up
> properly. If the AOA you chose has "settable" indications (LED's)
> they can be
> setup as you desire, even correct for up to 6 flap settings, not
> what the
> designer of the system wanted you to see. Then you can compare
> apples and apples
> by checking the best glide, corrected for all variances,
> Any questions or comments reply off list if desired.
> Elbie
> EM Aviation, LLC
The speed and angle of attack needed to cover the most ground
distance for a given loss of altitude will vary with flap angle,
wind, engine/prop condition (i.e. engine running at idle, or engine
stopped, prop windmilling with prop control forward, or engine
stopped, prop windmilling with prop control aft, or engine stopped
with zero rpm). I agree that knowing the correct AOA for best glide
with prop windmilling and with prop stopped would be very useful.
I'm betting not one in one hundred flyers with an AOA system have
done the flight testing to determine best glide AOA in both those
conditions.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 14
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--> RV-List message posted by: "Andrew Barker" <Andrew@trutrakap.com>
Mark, that is basically correct. Put the reference airplane where you want
the airplane to go.
ADI would be a great backup to an EFIS. I personally am all about backups,
but I am not too sure that you would need two autopilots in one aircraft.
However, it is possible that you could control the servos from a DII, or an
ADI pilot. You would need a disconnect for the servo lines, as two
autopilots trying to drive one set of servos makes for blown up servos. I
have had others consider multiple programmer installations, but have yet to
have one installed (other than in our RV-9A, where we have 4 autopilots).
The biggest issue with being able to drive the servos from either unit is
cost. The ADI is currently $1095, the ADI Pilot II (roll and pitch axis
autopilot incorporated into ADI) will add $2900. Buy a 396 instead of a
second autopilot, you will get much more use out of it. :-)
Andrew Barker
General Manager
TruTrak Flight Systems
PH: 479-751-0250 Ext.222
Toll Free: 1-866-TruTrak
www.trutrakap.com
----- Original Message -----
From: "Mark & Kelly" <eyedocs1@swbell.net>
Subject: Re: RV-List: Trutrak ADI
> --> RV-List message posted by: "Mark & Kelly" <eyedocs1@swbell.net>
>
> "If one wants to hold altitude, simply put the reference airplane on the
> horizon,
> the reference airplane does not have to be adjusted up or down to
> compensate
> for the angle that the fuselage is flying at a given airspeed."
>
> Andrew,
> Thanks for the detailed response. Your instrument sounds like it responds
> similarly to an EFIS flight path marker in the vertical meridian, whereas
> wherever you put the indicator, that's where it will go. Is this true?
>
> Also, I have plans on getting your DigiFlight-IIVSGV for vertical guidance
> on approaches. Your TruTrak ADI looks like it may be a good artifical
> horizon backup to the EFIS, but is there a way that it can be interfaced
> with the IIVSGV for AP control, such as with a toggle switch? Maybe it is
> overkill, but as long as it is in the panel, is there a way to have the
> servos work off of either AP?
> Thanks,
> Mark
>
>
> __________ NOD32 1.1197 (20050818) Information __________
>
> This message was checked by NOD32 antivirus system.
> http://www.eset.com
>
>
Message 15
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--> RV-List message posted by: "Andrew Barker" <Andrew@trutrakap.com>
Doug,
The backup battery is still in development, and testing. I would guess
that it will most likely be out in the next month or two.
Andrew Barker
General Manager
TruTrak Flight Systems
PH: 479-751-0250 Ext.222
Toll Free: 1-866-TruTrak
www.trutrakap.com
----- Original Message -----
From: <DOUGPFLYRV@aol.com>
Subject: Re: RV-List: Trutrak ADI
> --> RV-List message posted by: DOUGPFLYRV@aol.com
>
> Andrew, when do u expect to start shipping the standby batteries for the
> ADI?
> Thanks
> Doug Preston
>
> DO NOT ARCHIVE
>
>
> __________ NOD32 1.1197 (20050818) Information __________
>
> This message was checked by NOD32 antivirus system.
> http://www.eset.com
>
>
Message 16
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| Subject: | BIG Rivet Squeezer on Ebay |
--> RV-List message posted by: Bill Dube <bdube@al.noaa.gov>
I have something similar to this made by Chicago Pneumatic with the same 9
inch reach. I use it constantly. Great for bench work and dimpling. I put a
cable type foot pedal on mine.
Quite a good deal at $51.
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=4570259393&ssPageName=ADME:B:EF:US:1
Bill Dube'
Message 17
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--> RV-List message posted by: "REHughes" <hawk@digisys.net>
Andrew,
What do the white "pitch" index lines (two above the horizon line, two
below) on the ADI represent?
Are they simply a VSI scalar (perhaps the first pitch line is 500 fpm, the
second 1000 fpm) or is there some relationship to Flight Path Angle in
degrees at some arbitrary TAS.
Hawkeye Hughes
----- Original Message -----
From: "Andrew Barker" <Andrew@trutrakap.com>
Subject: Re: RV-List: Trutrak ADI
> --> RV-List message posted by: "Andrew Barker" <Andrew@trutrakap.com>
>
> This is going to be a bit wordy...but stick with me. This is the best
> description that I can come up with for the ADI...sorry if it sounds like
> a
> sales pitch, I will do my very best to keep it objective and provide good
> information about the unit.
>
> The pitch display is, as everyone is learning, very different from a
> convention attitude gyro. For short term or immediate movement of the
> nose
> up or down, the ADI responds and is flown like any other gyroscopic pitch
> indicator. The main difference is that after the display has moved in
> response to an attitude change the deflection is sustained by the
> resulting
> vertical speed. This presentation is proving to be much better than the
> conventional attitude display, because holding altitude and maintaining
> stable climbs and descents is much easier with the vertical speed display.
> It is true, that when an aircraft approaches a stall, it can fly at an
> ever
> increasing angle of attach when the vertical speed indicates zero. For
> this
> reason we have included the airspeed warning in the form of the letters
> "A-S" flashing in the DG display. This is telling the pilot to cross
> check
> with the airspeed indicator. For stall prevention airspeed is the best
> information short of angle of attack, better even than attitude. If one
> wants to hold altitude, simply put the reference airplane on the horizon,
> the reference airplane does not have to be adjusted up or down to
> compensate
> for the angle that the fuselage is flying at a given airspeed. We
> recommend
> that the airspeed be set so that it will begin flashing at or just below
> the
> best rate of climb speed (which also happens to be the best glide speed),
> so
> as to give ample warning of an approaching stall and to aid in emergencies
> situations.
>
> The roll portion is driven similarly to the pictorial Turn & Bank. The
> only
> difference being that it shows bank angle instead of turn rate. The
> advantage of this is that the instrument uses only instantaneous data.
> The
> display cannot drift in shallow turns, and accumulate error as is possible
> with conventional AHRS systems. It shows bank angles of up to +/- 45
> degrees. If the bank angle exceeds +/- 30 degrees, flashing red arrows
> point in the direction that the stick needs to be moved to level the
> aircraft. This was done, because in IMC the objective to stay level or in
> shallow banks.
>
> The direction portion of the ADI is centered just below the rotating
> horizon
> mask. We have always maintained that GPS track is the way to fly, and
> this
> instrument is no different. The track DG, is not simply just another
> display of the track from your GPS, it is a gyroscopically enhanced track.
> This means that it functions exactly like a standard DG, except it is
> showing track instead of heading. In the event of the loss of GPS signal,
> the attitude portion of the ADI is not affected. We do not use the track
> information as part of the attitude solution. It is simply added to the
> unit to give it more functionality.
>
> The mounting of the ADI is not extremely critical as with convention gyros
> and AHRS systems. As long as the amount of tilt is no more than 10
> degrees
> in any direction the ADI will perform equally well. ADI only uses two
> rate
> gyros and a pressure transducer, as opposed to 3 rate gyros, 3
> accelerometers, and 2 pressure transducers in standard AHRS systems. The
> concept of this instrument is so unique that a patent was received in only
> 4
> months, the patent examiner found no similar prior art.
>
> ADI also comes standard with internal lighting. Built in GPS for the DG
> and
> a backup battery are options.
>
> As to the 2" ADI, we are working on it and are shooting for the first of
> the
> year. ADI pilot will be around the same time as well.
>
> My RV-4 project doesn't get much time right now, my father and I are
> building a hangar at a local airport, and it will go there, so we can get
> things going a little more.
>
> Andrew Barker
> General Manager
> TruTrak Flight Systems
> PH: 479-751-0250 Ext.222
> Toll Free: 1-866-TruTrak
> www.trutrakap.com
>
>
>
Message 18
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--> RV-List message posted by: "dick martin" <martin@gbonline.com>
Darrel,
I have 1175 hours in my RV8 equiped with an IO-390 engine and a James cowl &
Plenum. I have never been able to overheat this engine, long climbs, air
races at 100%power etc. If anything it over cools and I have made up a set
of smaller size inlets for it for winter flying etc. I don't think that
cowl flaps are the answer. Also, my airplane goes quite a bit faster (about
10 mph) due to the cowl and plenum.
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: "Darrell Reiley" <lifeofreiley2003@yahoo.com>
Subject: RV-List: Cowl Flap
> --> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
>
> Okay Guys and Gals,
>
> I know someone out there has researched cowl flaps for RV's...
>
> Has anyone had the thought of installing cowl flaps in the engine cowling
> for cooling in an RV with fuel injection?
>
> Darrell
>
>
>
Message 19
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--> RV-List message posted by: DOUGPFLYRV@aol.com
Thanks, I already ordered and paid for it. Just anxious as usual.
Regards,
Doug
Message 20
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| Subject: | Fw: AeroElectric-List: Auto Anti-Ice Switch |
--> RV-List message posted by: "John D. Heath" <altoq@cebridge.net>
----- Original Message -----
From: "John D. Heath" <altoq@cebridge.net>
Subject: AeroElectric-List: Auto Anti-Ice Switch
> --> AeroElectric-List message posted by: "John D. Heath"
> <altoq@cebridge.net>
>
> In the process of recovering memory of devices that might be of some use
> for controlling a radiator flap I remembered this. All automotive air
> conditioner systems have a device that keep the Evaporator from freezing
> up. They were simply a temperature controlled switch. Some of them were
> mechanical and employed a temp bulb, capillary tube, and diaphragm
> activated switch. Later models used a thermister and supporting circuit to
> switch the AC compressor on and of to avoid ice forming in the evaporator
> and blocking air flow.
>
> Both of these devices are reliable and very durable. A compressor clutch
> normally pulls ~4-6 amps to engage and ~2 amps to maintain. When one
> fails these little switches really catch it . The worst case I ever saw
> the clutch pulled ~80 amps and the switch survived.
>
> I thought some one might want to consider using one of these switches to
> control a pitot heater or carb' ice heater.
>
> John D.
>
> DO NOT ARCHIVE
>
>
>
Message 21
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| Subject: | Fw: AeroElectric-List: Thermostatically Controlled Radiator |
Flap
--> RV-List message posted by: "John D. Heath" <altoq@cebridge.net>
----- Original Message -----
From: "John D. Heath" <altoq@cebridge.net>
Subject: Re: AeroElectric-List: Thermostatically Controlled Radiator Flap
> --> AeroElectric-List message posted by: "John D. Heath"
> <altoq@cebridge.net>
>
>
> Does anyone have a better idea on how to implement this?
>
>
> This might not be THE BETTER IDEA but, Here are some related points of
> food
> for thought.
>
> Besides the VW Bug cooling thermostat, many European autos use the same
> type
> of device in the air cleaner to control intake air temperature during cold
> weather starting. Remember all these devices react to air temperature.
>
> Some Radiator fan switches are multi-stage (VW-AUDI has 3 stage) and they
> sense water temperature.
>
> What is commonly called anti-freeze is in reality also anti-boil. A 50/50
> mixture of anti-freeze elevates the boiling point to ~248 degrees
> Fahrenheit. The radiator cap elevates the pressure as much as 15psi or
> more
> on late model autos. The boiling point of the coolant raises 2 degrees per
> pound of cap pressure. All of this is more or less common knowledge, right
> off the back of the anti-freeze jug. One lesser known fact is that the
> thermostat and its bypass combine to present a roughly calibrated
> restriction to coolant flow that allows the water pump to pressurize the
> block and heads to an even higher level. This eliminates steam pockets in
> the head and insures coolant flow distribution. It would not be a good
> idea
> to eliminate these features in search of THE BETTER IDEA.
>
> Coolant flow might be better controlled if a thermostat that has a
> positive
> bypass control valve were used.
>
> I hope some of this helps,
> John D.
>
>
>
Message 22
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--> RV-List message posted by: Walter Tondu <walter@tondu.com>
On 08/25 8:34, dick martin wrote:
> I have 1175 hours in my RV8 equiped with an IO-390 engine and a James cowl &
> Plenum. I have never been able to overheat this engine, long climbs, air
> races at 100%power etc. If anything it over cools and I have made up a set
> of smaller size inlets for it for winter flying etc. I don't think that
> cowl flaps are the answer. Also, my airplane goes quite a bit faster (about
> 10 mph) due to the cowl and plenum.
What oil cooler do you have?
--
Walter Tondu
http://www.rv7-a.com
Flying, HA!
Message 23
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--> RV-List message posted by: "Mark" <2eyedocs@comcast.net>
"Buy a 396 instead of a second autopilot, you will get much more use out of it.
:-)"
Thanks Andrew. I was just thinking of the capabilities of your ADI as a horizon
backup instead of another EFIS or steam gauges. I would suppose your ADI would
function fine as just a backup w/out the AP.
Mark
P.S. Those 396's do look pretty cool!
----- Original Message -----
From: Andrew Barker
To: rv-list@matronics.com
Sent: Thursday, August 25, 2005 5:19 PM
Subject: Re: RV-List: Trutrak ADI
--> RV-List message posted by: "Andrew Barker" <Andrew@trutrakap.com>
Mark, that is basically correct. Put the reference airplane where you want
the airplane to go.
ADI would be a great backup to an EFIS. I personally am all about backups,
but I am not too sure that you would need two autopilots in one aircraft.
However, it is possible that you could control the servos from a DII, or an
ADI pilot. You would need a disconnect for the servo lines, as two
autopilots trying to drive one set of servos makes for blown up servos. I
have had others consider multiple programmer installations, but have yet to
have one installed (other than in our RV-9A, where we have 4 autopilots).
The biggest issue with being able to drive the servos from either unit is
cost. The ADI is currently $1095, the ADI Pilot II (roll and pitch axis
autopilot incorporated into ADI) will add $2900. Buy a 396 instead of a
second autopilot, you will get much more use out of it. :-)
Andrew Barker
General Manager
TruTrak Flight Systems
PH: 479-751-0250 Ext.222
Toll Free: 1-866-TruTrak
www.trutrakap.com
----- Original Message -----
From: "Mark & Kelly" <eyedocs1@swbell.net>
To: <rv-list@matronics.com>
Subject: Re: RV-List: Trutrak ADI
> --> RV-List message posted by: "Mark & Kelly" <eyedocs1@swbell.net>
>
> "If one wants to hold altitude, simply put the reference airplane on the
> horizon,
> the reference airplane does not have to be adjusted up or down to
> compensate
> for the angle that the fuselage is flying at a given airspeed."
>
> Andrew,
> Thanks for the detailed response. Your instrument sounds like it responds
> similarly to an EFIS flight path marker in the vertical meridian, whereas
> wherever you put the indicator, that's where it will go. Is this true?
>
> Also, I have plans on getting your DigiFlight-IIVSGV for vertical guidance
> on approaches. Your TruTrak ADI looks like it may be a good artifical
> horizon backup to the EFIS, but is there a way that it can be interfaced
> with the IIVSGV for AP control, such as with a toggle switch? Maybe it is
> overkill, but as long as it is in the panel, is there a way to have the
> servos work off of either AP?
> Thanks,
> Mark
>
>
> __________ NOD32 1.1197 (20050818) Information __________
>
> This message was checked by NOD32 antivirus system.
> http://www.eset.com
>
>
Message 24
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--> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
Andrew,
Thanks for the additional information but I must be a bit slow on the uptake.
I still do not
understand how the display moves in response to pitch and roll. A few photos in
different attitudes
might help.
Am I correct in understanding that in Roll - the little airplane remains stationary
and only the
horizon line rotates left/right? While for Pitch - only the little airplane moves
up for pitch up
and down for a pitch down, while the horizon line remains stationary.
I am confused by your statement that "The roll portion is driven similarly to the
pictorial Turn &
Bank." I am not familiar with this display but normal T&B has the little airplane
rolling to signify
the turn. I suspect now that your 'pictorial T&B' has the background moving against
a stationary
little airplane.
If the GPS input is lost what happenns to the numeric display of track?
I note LED (or perhaps VF) displays, are these high intensity and how well do they
perform in direct
sunlight?
Will the 'ADI pilot' be any deeper (more room required behind the panel) than the
ADI?
Thanks,
Doug Gray
Andrew Barker wrote:
>
> The pitch display is, as everyone is learning, very different from a
> convention attitude gyro. For short term or immediate movement of the nose
> up or down, the ADI responds and is flown like any other gyroscopic pitch
> indicator.
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