Today's Message Index:
----------------------
1. 04:10 AM - Re: Re: Vne dependent on TAS? (Chuck Jensen)
2. 04:52 AM - Re: Re: Vne dependent on TAS? (Ed Anderson)
3. 07:10 AM - Re: Re: Vne dependent on TAS? (Jim Pleasants)
4. 08:35 AM - Re: TAS and VNE (renewhall2)
5. 09:09 AM - Re: Re: TAS and VNE (Jerry Hansen)
6. 09:27 AM - Re: POH (bertrv6@highstream.net)
7. 09:27 AM - Hello (bertrv6@highstream.net)
8. 09:30 AM - Re: Re: TAS and VNE (Tim Olson)
9. 09:33 AM - Re: Hello (Tim Bryan)
10. 09:51 AM - Re: Re: TAS and VNE (Kevin Horton)
11. 10:09 AM - Re: POH (T.C. Chang)
12. 10:09 AM - Re: Re: TAS and VNE (Rob Prior)
13. 10:52 AM - Re: TAS and VNE? (the expert speaks, ha ha) ()
14. 11:59 AM - Re: Re: TAS and VNE (Larry Pardue)
15. 01:53 PM - Re: Re: TAS and VNE (Kevin Horton)
16. 04:51 PM - Re: Re: TAS and VNE (Richard Seiders)
17. 05:57 PM - Re: Re: TAS and VNE (Kevin Horton)
18. 06:34 PM - Digitrak Op Manual? (Jerry2DT@aol.com)
19. 06:57 PM - Re: Digitrak Op Manual? (Dale Walter)
20. 08:41 PM - Re: Re: TAS and VNE? (the expert speaks, ha ha) (Vanremog@aol.com)
21. 09:16 PM - Re: Digitrak Op Manual? (Richard E. Tasker)
Message 1
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| Subject: | RE: Vne dependent on TAS? |
Vtp......test pilot.
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of glen matejcek
Sent: Tuesday, March 27, 2007 8:06 PM
Subject: RV-List: RE: Vne dependent on TAS?
Hi Terry-
How's this one: Warrantee void speed? Or, Speed Of Imminent
Destruction?
>Ted, somehow that doesn't seem quite macho enough.
>> BTW, is there a term for exceeding Vne, sort of like the Mach number?
>Breaking the flutter barrier?
glen matejcek
aerobubba@earthlink.net
Message 2
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| Subject: | Re: RE: Vne dependent on TAS? |
How about getting to the root - Vk (Killing velocity)
Ed Anderson
----- Original Message -----
From: "Chuck Jensen" <cjensen@dts9000.com>
Sent: Wednesday, March 28, 2007 7:09 AM
Subject: RE: RV-List: RE: Vne dependent on TAS?
>
> Vtp......test pilot.
>
> Chuck Jensen
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of glen matejcek
> Sent: Tuesday, March 27, 2007 8:06 PM
> To: RV-List Digest Server
> Subject: RV-List: RE: Vne dependent on TAS?
>
>
>
> Hi Terry-
>
> How's this one: Warrantee void speed? Or, Speed Of Imminent
> Destruction?
>
>
>>Ted, somehow that doesn't seem quite macho enough.
>
>
>>> BTW, is there a term for exceeding Vne, sort of like the Mach number?
>
>>Breaking the flutter barrier?
>
>
>
> glen matejcek
> aerobubba@earthlink.net
>
>
>
>
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Re: RE: Vne dependent on TAS? |
How 'bout:
Vflu?
Vd (danger) (dumb) (disintegration) ?
Vafu (all a'flutter) ?
Jim Pleasants
do not archieve
Message 4
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If flutter is based on TAS, how does Spaceshipone go supersonic with a Vne of 195kts?
I recall from the Discovery documentary, Rutan said Vne is based on IAS.
See excerpt below:
"With both engines running (800 lb thrust total) and maximum propellant load, takeoff
roll is 500m (1650 ft) for 20 seconds. After pulling up, climb is established
at constant airspeed at Vne, or 195 knots. Burnout is, after a maximum
of two minutes, still at 195 knots indicated, which equals Mach 0.4. The maximum
altitude that can be attained is 1.91 miles (10,000 ft). The maximum climb
rate is 52 m/sec (10,000 ft/min). It is likely we will never take the plane to
the maximum altitude capability. None of the operating limitations of a standard
Long-EZ are exceeded in this airplane, although a steep climb is needed to
keep from exceeding Vne with both engines running."
From:
http://www.xcor.com/products/vehicles/ez-rocket_faq.html#performance
--------
Bob Newhall
N829RV
RV Transition Training
Boulder, CO
renewhall2.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103428#103428
Message 5
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That was a Long-EZ with two small rocket engines, not SpaceShipOne.
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of renewhall2
Sent: Wednesday, March 28, 2007 8:34 AM
Subject: RV-List: Re: TAS and VNE
If flutter is based on TAS, how does Spaceshipone go supersonic with a Vne
of 195kts? I recall from the Discovery documentary, Rutan said Vne is based
on IAS. See excerpt below:
"With both engines running (800 lb thrust total) and maximum propellant
load, takeoff roll is 500m (1650 ft) for 20 seconds. After pulling up, climb
is established at constant airspeed at Vne, or 195 knots. Burnout is, after
a maximum of two minutes, still at 195 knots indicated, which equals Mach
0.4. The maximum altitude that can be attained is 1.91 miles (10,000 ft).
The maximum climb rate is 52 m/sec (10,000 ft/min). It is likely we will
never take the plane to the maximum altitude capability. None of the
operating limitations of a standard Long-EZ are exceeded in this airplane,
although a steep climb is needed to keep from exceeding Vne with both
engines running."
From:
http://www.xcor.com/products/vehicles/ez-rocket_faq.html#performance
--------
Bob Newhall
N829RV
RV Transition Training
Boulder, CO
renewhall2.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103428#103428
Message 6
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Quoting "T.C. Chang" <tc1234c@roadrunner.com>:
> You can find one on Vans Airforce website. I modified that one for my RV-9A.
>
> http://www.vansairforce.net/poh.htm (one for 9A)
> http://tc1234c.googlepages.com/technicalinformation (scroll down the page)
>
> Ted
> TEd: I like your web page. I would like to watch your first flight
video. I tried but, my P>C seems to, take a long , long time,, what
I am doing wrong? You can guess I am not an expert on this things..
I enter your,line, then I saw your first page, but it never
got to the point, of watching the video.. it never complete the loading..
after half hour I gave up...
Do I have to buy somthing to attached to my P>C? I have a Dell comp.
and the regular programs...
Let me know if you have any suggestions on this.. If you ever come
this way, to Orlando, let me know.. we always like to meet new RV' builders
and see their planes..
I am in the first phase of flying my 40 hrs. RV6A..
Bert
>
> T.C. Chang
>
> <http://tc1234c.googlepages.com/> http://tc1234c.googlepages.com/
> <mailto:tc1234c@roadrunner.com> tc1234c@roadrunner.com
> RV-9A, Lycoming (ECI) O320-D2A, 160 hp, Carb, Dual Mag, Sensenich FP
> all electric, GRT dual DU H1, TT DigiFlight II VSGV, 128 Hobbs 3/24/2007
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Dan Ross
> Sent: Saturday, March 24, 2007 11:01 PM
> To: rv-list@matronics.com
> Subject: RV-List: POH
>
>
> Guys: Has anyone put together a POH for the -9A? It would be great to have
> one online so as to make the minor changes to airspeed, rate of climb, and
> so on each homebuilt before printing. Thanks, Dan.
>
>
> Do Not Archive
>
>
Message 7
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Hi:
For those experts on avionics... I am having problem with my Radio.
I do not have a side tone, on the head sets...Every one can hear me
well, and I can hear, but no side tone..
I have checked for loose wires,, that is all...
Suggestions, next step..
Thanks
Bert
rv6a
Completing my 40 hrs.
Message 8
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You're mistaking SpaceShipOne for the EZ-Rocket. They're
two totally different things.
Tim Olson - RV-10 N104CD - Flying
do not archive
renewhall2 wrote:
>
> If flutter is based on TAS, how does Spaceshipone go supersonic with
> a Vne of 195kts? I recall from the Discovery documentary, Rutan said
> Vne is based on IAS. See excerpt below:
>
>
> "With both engines running (800 lb thrust total) and maximum
> propellant load, takeoff roll is 500m (1650 ft) for 20 seconds. After
> pulling up, climb is established at constant airspeed at Vne, or 195
> knots. Burnout is, after a maximum of two minutes, still at 195 knots
> indicated, which equals Mach 0.4. The maximum altitude that can be
> attained is 1.91 miles (10,000 ft). The maximum climb rate is 52
> m/sec (10,000 ft/min). It is likely we will never take the plane to
> the maximum altitude capability. None of the operating limitations
> of a standard Long-EZ are exceeded in this airplane, although a steep
> climb is needed to keep from exceeding Vne with both engines
> running."
>
> From:
> http://www.xcor.com/products/vehicles/ez-rocket_faq.html#performance
>
> -------- Bob Newhall N829RV RV Transition Training Boulder, CO
> renewhall2.googlepages.com
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=103428#103428
>
>
>
>
>
>
>
> http://www.matronics.com/Navigator?RV-List
>
>
>
Message 9
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Hi Bert,
I had this same problem and no intercom. Have you checked your intercom?
For me the problem came down to the wiring for the mic jacks. There were
two wires that could be swapped and still allow the ptt to work. If they
were backwards there was no sidetone and no intercom.
Just my experience.
Tim
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com] On Behalf Of bertrv6@highstream.net
> Sent: Wednesday, March 28, 2007 10:27 AM
> To: Rv-list@matronics.com
> Subject: RV-List: Hello
>
>
>
>
> Hi:
>
> For those experts on avionics... I am having problem with my Radio.
>
> I do not have a side tone, on the head sets...Every one can hear me
> well, and I can hear, but no side tone..
> I have checked for loose wires,, that is all...
>
>
> Suggestions, next step..
>
> Thanks
>
> Bert
>
> rv6a
>
> Completing my 40 hrs.
>
>
>
>
>
>
>
Message 10
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As the speed increases, there are many possible bad things that can
occur. Examples:
flutter,
windscreen loads (either from air loads, or requirements to withstand
bird strike by a certain weight bird),
wing structural divergence (usually only an issue on aircraft with
forward swept wings, such as HFB-320),
flight control hinge moments become too high for acceptable control,
engine or propeller anomalies (e.g. F-104 max allowable speed was
limited by engine compressor inlet temperature, which increased as
Mach increased),
aircraft static or dynamic stability (e.g. Global Express max
allowable speed at high limited by degradation in lateral stability)
Each of these bad things will have its own envelope of airspeed,
altitude, temperature, etc that you must remain clear of. The
aircraft designer will specify a VNE that remains clear of all these
bad things.
Kevin Horton
On 28 Mar 2007, at 11:34, renewhall2 wrote:
>
> If flutter is based on TAS, how does Spaceshipone go supersonic
> with a Vne of 195kts? I recall from the Discovery documentary,
> Rutan said Vne is based on IAS. See excerpt below:
>
>
> "With both engines running (800 lb thrust total) and maximum
> propellant load, takeoff roll is 500m (1650 ft) for 20 seconds.
> After pulling up, climb is established at constant airspeed at Vne,
> or 195 knots. Burnout is, after a maximum of two minutes, still at
> 195 knots indicated, which equals Mach 0.4. The maximum altitude
> that can be attained is 1.91 miles (10,000 ft). The maximum climb
> rate is 52 m/sec (10,000 ft/min). It is likely we will never take
> the plane to the maximum altitude capability. None of the
> operating limitations of a standard Long-EZ are exceeded in this
> airplane, although a steep climb is needed to keep from exceeding
> Vne with both engines running."
>
> From:
> http://www.xcor.com/products/vehicles/ez-rocket_faq.html#performance
>
> --------
> Bob Newhall
> N829RV
> RV Transition Training
> Boulder, CO
> renewhall2.googlepages.com
>
>
Message 11
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Bert,
I just checked my links and they seem to work. Did you click the play button
on the lower left corner of the screen? I used Google video. I am not sure
about what could be wrong. Here are links to youtube video.
http://www.youtube.com/watch?v=_blw8u_7ULM (3 minutes)
http://www.youtube.com/watch?v=twgJzgNicQA (9 minutes)
Yesterday, I did a test flight for an RV-6A builder in Ashland, KY (next
airport from mine). Here is the video of that test flight:
http://www.youtube.com/watch?v=33vTSFvYPWM (3 minutes)
Let me know if these links work.
Ted
------------------------------------------
T.C. Chang
http://tc1234c.googlepages.com/
tc1234c@roadrunner.com
RV-9A, Lycoming (ECI) O320-D2A, 160 hp, Carb, Dual Mag, Sensenich FP
GRT dual DU H1, TT DigiFlight II VSGV, 130 Hobbs 3/25/2007
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
bertrv6@highstream.net
Sent: Wednesday, March 28, 2007 12:24 PM
Subject: RE: RV-List: POH
Quoting "T.C. Chang" <tc1234c@roadrunner.com>:
> You can find one on Vans Airforce website. I modified that one for my
> RV-9A.
>
> http://www.vansairforce.net/poh.htm (one for 9A)
> http://tc1234c.googlepages.com/technicalinformation (scroll down the
> page)
>
> Ted
> TEd: I like your web page. I would like to watch your first flight
video. I tried but, my P>C seems to, take a long , long time,, what
I am doing wrong? You can guess I am not an expert on this things..
I enter your,line, then I saw your first page, but it never got to the
point, of watching the video.. it never complete the loading.. after half
hour I gave up...
Do I have to buy somthing to attached to my P>C? I have a Dell comp.
and the regular programs...
Let me know if you have any suggestions on this.. If you ever come this
way, to Orlando, let me know.. we always like to meet new RV' builders and
see their planes..
I am in the first phase of flying my 40 hrs. RV6A..
Bert
>
> T.C. Chang
>
> <http://tc1234c.googlepages.com/> http://tc1234c.googlepages.com/
> <mailto:tc1234c@roadrunner.com> tc1234c@roadrunner.com RV-9A, Lycoming
> (ECI) O320-D2A, 160 hp, Carb, Dual Mag, Sensenich FP all electric, GRT
> dual DU H1, TT DigiFlight II VSGV, 128 Hobbs 3/24/2007
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Dan Ross
> Sent: Saturday, March 24, 2007 11:01 PM
> To: rv-list@matronics.com
> Subject: RV-List: POH
>
>
> Guys: Has anyone put together a POH for the -9A? It would be great
> to have one online so as to make the minor changes to airspeed, rate
> of climb, and so on each homebuilt before printing. Thanks, Dan.
>
>
> Do Not Archive
>
>
Message 12
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On 9:50 2007-03-28 Kevin Horton <khorton01@rogers.com> wrote:
> Each of these bad things will have its own envelope of airspeed,
> altitude, temperature, etc that you must remain clear of. The
> aircraft designer will specify a VNE that remains clear of all these
> bad things.
You forgot to add... That Vne will be expressed as an INDICATED airspeed.
-Rob
Message 13
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| Subject: | Re: TAS and VNE? (the expert speaks, ha ha) |
FLUTTER:
BUT WHY DOES ALTITUDE AFFECT IT? Simply put
there is thinner air and it provides LESS Dampening.
Period, end of story.
There is no debate TAS and VNE are related or more
accurately:
Your Flutter margins go down with altitude.
OR you could say.
Vne goes down with altitude.
But what is it and how do we determine it?
Well it would help to have an engineering degree but
I can explain away some of the mystery. Engineers
use terms like, natural frequency, stiffness, forcing
function and dampening. I'll explain with a example
below. Flutter is a sub part of vibration. There are
100's of flutter MODES or types.
To explain it is easy.
To analyze and determine the dampening, forcing
function and natural frequency of a structural system
(flight controls) can be a challenge for even the best
engineers. Computers help but we are talking about
physical things. The computers answer is only as
good as the data you give it.
How is Flutter margins or speed calculated? Very
carefully. That is why they use wind tunnels and flight
test. I actually know a test pilot that broke a factory
plane in HALF in a Vne Dive Test due to flutter. It was
an existing design that went through some mods.
Technically FLUTTER is special field of vibration
engineering dynamic response or Aeroelasticity. The
math gets pretty involved but with computers they can
solve the theoretical. However a computer MODEL
answer is only as good as the data you give it. When it
comes to flutter flight test still rules.
Now they use FEM and CFD (computers):
FEM= Finite Element modeling
CFD= Computational Fluid Dynamics
In the end Flutter is an illusive thing that must be in the
end tested on the plane in flight. Boeing does this and
adds shakers to the wing. On a long flexible winged jet
the whole wing can flutter. They excite the wing and
dive it to Vne PLUS an additional margin. Some times
extra material and strength (stiffness) is added to the
final design just for flutter margins. Not until the test
pilot does this do they really know. However w/ the new
computer tools predictions and initial designs are much
better.
YOUR RV AND FLUTTER
Before you fly passengers you should do a Vne test as
Van suggest. Wear a Chute and Helmet. Go up dive.
Plan the dive where you are level or just slightly
climbing again when you let go of the stick. THAN
you WRAP the stick! Wrap meaning give it a hit or quick
yank. You repeat the test over and increase the speed
up to 1.10 of your final Vne. Of course Vne is based on
TAS. Repeat with aft CG and different wts.
You may want to omit the WRAP and just have the
death grip on the stick. Holding the stick increases the
flutter speed because you are damping the control.
RV's relatively tight or stiff push pull roller/ball bearing flt
controls is Goodness. A sloppy cable control system is
not as good for control surface flutter dampening.
So what is flutter. Well it is a DYNAMIC instability that is
effected by air density, structural stiffness, control
stiffness and of course the geometry of control
THINGS THAT AFFECT FLUTTER
Ways to increase or change flutter speed:
Stiffer structure
Counter balance
Add flt cont'l mass
Aerodynamic changes</o:
Different hinge or control geometry
There are so many things that can cause flutter. The
late great Steve Whitman and his wife died from flutter.
Going home after Oshkosh, aileron flutter caused by
the fabric coming undone from the frame destroyed
the plane almost instantaneously.
In engineering terms, there are more than 100 different
types of flutter- or "modes"- in which metal can vibrate.
The "mode" that destroyed the Electra's was "whirl
mode. Early Lockheed Electra's crashed for no
seemingly reason at the time. The props gyroscopic
tendency is for the axis to remain spinning in one axis
or plan'(s). So in turbulence the combo of the prop
spinning, gyroscopic rigidity and the engines structural
stiffness (flexibility) all ganged up to create a vibration
that got larger and larger until the structure failed.
THE FLUTTER EVENT (all simular)
The structure deflects and than spring back. If the prop
forces where timed right (frequency) it could add to that
spring back. Eventually the deflections get so large the
structure fails. In this case turbulence could be timed
just at the Natural frequency of the structure so the
frequency of the turbulence (prop forces) and the natural
vibration freq of the structure are in sync. If you don't
have damping the oscillations get larger. As the deflections
get larger the forces get larger until the structure fails from
overload.
In every vibration problem there is a forcing function,
damping, stiffness (springs) and geometry. Add to
that Aerodynamics for aircraft. This is a special field
in aeronautical engineering called Aeroelasticisty. It
combines the analysis of aerodynamics, structural
stiffness and vibration (flutter).
Bottom line is that as much as we know it is still a
mysterious phenomenon but it has disastrous effects
and can distroy an aircraft in a second. Keep in mind
strength and stiffness are different. One is how much
load a part can take, stiffness is how much it moves
for a given load. There is a relation but either can be
manipulated by engineers to TUNE the structure
for both strength and resistance to flutter.
Observer Vne as TAS.
George
Feel free to correct the expert. I have been flying
for the airlines for years and hung my engineer hat
awhile ago.
ago.
---------------------------------
Get your own web address.
Message 14
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On Mar 28, 2007, at 11:18 AM, Rob Prior wrote:
>
> On 9:50 2007-03-28 Kevin Horton <khorton01@rogers.com> wrote:
>> Each of these bad things will have its own envelope of airspeed,
>> altitude, temperature, etc that you must remain clear of. The
>> aircraft designer will specify a VNE that remains clear of all these
>> bad things.
>
> You forgot to add... That Vne will be expressed as an INDICATED
> airspeed.
>
> -Rob
Maybe, but not necessarily a constant IAS. I have a PW-5 glider where
VNE is expressed as a fixed figure in IAS up to a certain altitude.
Above that altitude there is a table indicating what the different
VNE is in IAS at that altitude.
Larry Pardue
Message 15
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On 28 Mar 2007, at 13:18, Rob Prior wrote:
>
> On 9:50 2007-03-28 Kevin Horton <khorton01@rogers.com> wrote:
>> Each of these bad things will have its own envelope of airspeed,
>> altitude, temperature, etc that you must remain clear of. The
>> aircraft designer will specify a VNE that remains clear of all these
>> bad things.
>
> You forgot to add... That Vne will be expressed as an INDICATED
> airspeed.
Not necessarily, but it should be expressed in some way such that the
pilot has an indicator in the cockpit that he can use to comply with
the limitation. Yes, in type certificated aircraft the only
indicator that the pilot has is an airspeed indicator, that reads in
IAS. Some other aircraft have max allowable speeds that are
expressed as indicated mach number at high altitudes. The SR-71 has
a max allowable speed that is expressed as EAS.
There is no point in providing a limitation if the pilot has no means
at his disposal to comply with the limitation. The last time I
checked Van didn't require that RVs be equipped with air data
computers that provide a true airspeed indication. I have no idea
how Van's expects pilots to comply with a VNE in TAS.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 16
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Kevin, my 6A is equipped with an airspeed indicator that has ability
to determine TAS by setting the temp/alt in window provided. I
purchased it from Van's when building my RV.
Dick
At 04:52 PM 3/28/2007, you wrote:
>
>On 28 Mar 2007, at 13:18, Rob Prior wrote:
>
>>
>>On 9:50 2007-03-28 Kevin Horton <khorton01@rogers.com> wrote:
>>>Each of these bad things will have its own envelope of airspeed,
>>>altitude, temperature, etc that you must remain clear of. The
>>>aircraft designer will specify a VNE that remains clear of all these
>>>bad things.
>>
>>You forgot to add... That Vne will be expressed as an INDICATED
>>airspeed.
>
>Not necessarily, but it should be expressed in some way such that the
>pilot has an indicator in the cockpit that he can use to comply with
>the limitation. Yes, in type certificated aircraft the only
>indicator that the pilot has is an airspeed indicator, that reads in
>IAS. Some other aircraft have max allowable speeds that are
>expressed as indicated mach number at high altitudes. The SR-71 has
>a max allowable speed that is expressed as EAS.
>
>There is no point in providing a limitation if the pilot has no means
>at his disposal to comply with the limitation. The last time I
>checked Van didn't require that RVs be equipped with air data
>computers that provide a true airspeed indication. I have no idea
>how Van's expects pilots to comply with a VNE in TAS.
>
>Kevin Horton RV-8 (finishing kit)
>Ottawa, Canada
>http://www.kilohotel.com/rv8
>
>
Message 17
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Is the red line on the Vans-supplied ASI on the IAS scale, or the TAS
scale?
Kevin
On 28 Mar 2007, at 19:47, Richard Seiders wrote:
>
> Kevin, my 6A is equipped with an airspeed indicator that has
> ability to determine TAS by setting the temp/alt in window
> provided. I purchased it from Van's when building my RV.
> Dick
>
>
> At 04:52 PM 3/28/2007, you wrote:
>
>>
>> On 28 Mar 2007, at 13:18, Rob Prior wrote:
>>
>>>
>>> On 9:50 2007-03-28 Kevin Horton <khorton01@rogers.com> wrote:
>>>> Each of these bad things will have its own envelope of airspeed,
>>>> altitude, temperature, etc that you must remain clear of. The
>>>> aircraft designer will specify a VNE that remains clear of all
>>>> these
>>>> bad things.
>>>
>>> You forgot to add... That Vne will be expressed as an INDICATED
>>> airspeed.
>>
>> Not necessarily, but it should be expressed in some way such that the
>> pilot has an indicator in the cockpit that he can use to comply with
>> the limitation. Yes, in type certificated aircraft the only
>> indicator that the pilot has is an airspeed indicator, that reads in
>> IAS. Some other aircraft have max allowable speeds that are
>> expressed as indicated mach number at high altitudes. The SR-71 has
>> a max allowable speed that is expressed as EAS.
>>
>> There is no point in providing a limitation if the pilot has no means
>> at his disposal to comply with the limitation. The last time I
>> checked Van didn't require that RVs be equipped with air data
>> computers that provide a true airspeed indication. I have no idea
>> how Van's expects pilots to comply with a VNE in TAS.
>>
>> Kevin Horton RV-8 (finishing kit)
>> Ottawa, Canada
>> http://www.kilohotel.com/rv8
>>
>>
Message 18
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| Subject: | Digitrak Op Manual? |
Listers,
Does anyone happen to have a current PDF of Trutrak's "Digitrak Operating
Manual"? There website must be down, I've gotten the "404 error" message on two
diff computers now in trying to get a download.
I have the older manual, but need the later one that covers the Garmin 296
setup.
If you have it, could you email same to me? Much appreciated. Do not archive.
Jerry Cochran
************************************** See what's free at http://www.aol.com.
Message 19
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| Subject: | Digitrak Op Manual? |
Hi Jerry,
I just found it, link below. PDF attached
http://www.trutrakflightsystems.com/documents/DigiflightIIOperatingManual.pd
f
I used Google to find Trutrak, clicked on link, got redirected to a new site
name:
<http://www.trutrakflightsystems.com> www.trutrakflightsystems.com
Hope this helps,
Dale
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jerry2DT@aol.com
Sent: Wednesday, March 28, 2007 9:34 PM
Subject: RV-List: Digitrak Op Manual?
Listers,
Does anyone happen to have a current PDF of Trutrak's "Digitrak Operating
Manual"? There website must be down, I've gotten the "404 error" message on
two diff computers now in trying to get a download.
I have the older manual, but need the later one that covers the Garmin 296
setup.
If you have it, could you email same to me? Much appreciated. Do not
archive.
Jerry Cochran
_____
See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> .
Message 20
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| Subject: | Re: TAS and VNE? (the expert speaks, ha ha) |
In a message dated 3/28/2007 10:53:22 A.M. Pacific Daylight Time,
gmcjetpilot@yahoo.com writes:
Engineers
use terms like, natural frequency, stiffness, forcing
function and dampening.
==============================================
Only if he/she intends to bring out a hose to wet something down. Otherwise
a real engineer would use the term damping. ;o)
GV (RV-6A N1GV O-360-A1A, C/S, Flying 840hrs, Silicon Valley, CA)
************************************** See what's free at http://www.aol.com.
Message 21
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| Subject: | Re: Digitrak Op Manual? |
I think that this is what you want:
<http://www.trutrakflightsystems.com/documents/handheldgpsconfig.pdf>http://www.trutrakflightsystems.com/documents/ <http://www.trutrakflightsystems.com/documents/DigiflightIIOperatingManual.pdf>handheldgpsconfig.pdf
Or you can go to:
http://www.trutrakflightsystems.com/documents <http://www.trutrakflightsystems.com/documents/DigiflightIIOperatingManual.pdf>
to browse all the documents in a FTP type format.
I believe that the reason you may not be able to get to them directly is
that they have converted the entire site to use Flash - the main page
tells you that, but other pages you may have saved or gotten from a
Google search give a 404 error because they do not exist anymore. I
HATE that as I do not have or want Flash installed (just more software
to go bad or screw up my system).
Trutrak management, if you are listening - "GET RID OF THE *_FLASH
ONLY_* WEB SITE!!!!"
Dick Tasker
Jerry2DT@aol.com wrote:
> Listers,
>
> Does anyone happen to have a current PDF of Trutrak's "Digitrak
> Operating Manual"? There website must be down, I've gotten the "404
> error" message on two diff computers now in trying to get a download.
>
> I have the older manual, but need the later one that covers the Garmin
> 296 setup.
>
> If you have it, could you email same to me? Much appreciated. Do not
> archive.
>
> Jerry Cochran
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