Today's Message Index:
----------------------
1. 04:24 AM - Re: Heated pitot (Bill Watson)
2. 05:06 AM - Re: RV-10 Stall Characteristics (what just happened here?) (Bill Watson)
3. 07:47 AM - Re: RV-10 Stall Characteristics (what just happened here?) (Kelly McMullen)
4. 08:38 AM - F-1013 Twist: R but not L ? (James Hein)
5. 08:47 AM - Re: RV-10 Stall Characteristics (what just happened here?) (Tim Olson)
6. 08:48 AM - Re: RV-10 Stall Characteristics (what just happened here?) (Tim Olson)
7. 10:40 AM - Re: RV-10 Stall Characteristics (what just happened here?) (Bob Turner)
8. 01:56 PM - Re: RV-10 Stall Characteristics (what just happened here?) (Kelly McMullen)
9. 01:56 PM - Re: RV-10 Stall Characteristics (what just happened here?) (Dave Saylor)
10. 02:02 PM - Re: RV-10 Stall Characteristics (what just happened here?) (Dave Saylor)
11. 03:20 PM - EFIS failure checklist (Dave Saylor)
12. 05:24 PM - Re: F-1013 Twist: R but not L ? (charliewaffles)
13. 05:41 PM - Re: EFIS failure checklist (Bob Turner)
14. 06:14 PM - Re: Re: F-1013 Twist: R but not L ? (James Hein)
15. 07:32 PM - Re: Re: F-1013 Twist: R but not L ? (Kelly McMullen)
16. 07:36 PM - Re: Re: EFIS failure checklist (Kelly McMullen)
17. 08:48 PM - Re: Re: EFIS failure checklist (Dave Saylor)
18. 08:52 PM - Re: Re: EFIS failure checklist (Dave Saylor)
19. 09:00 PM - Re: Re: EFIS failure checklist (Kelly McMullen)
Message 1
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| Subject: | Re: Heated pitot |
I bought and installed the Gretz very early in my build. When I finally
hooked it up and flew, it melted. While there may be several reasons
for this, a number of people seem to have experienced it.
Even though it was 5+ years since purchase, and the current supplier is
in AUS, he made me more than whole and I've been very happy after a year
of flying with it. After a few ice encounters, it apparently works
well. I really like the "always on, constantly monitored, automatic
operation" aspect of it. I'd recommend it.
Bill " hopefully finished with the icing until next year" Watson
On 3/1/2013 3:02 PM, Tim Olson wrote:
>
> Me either. I wonder if they changed the plastics formula
> or something strange. Sean, are they being good about support?
> Will they send you another one? So far I'm planning to use
> one again on the RV-14, unless I hear of lots of issues. I've
> got the gretz mount for it already.
>
Message 2
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Dave, I can't add anything here except some reflection...
I have to admit to not having fully explored the stall characteristics
near the aft CG limits because it's so difficult to do. On one hand,
loading enough sand or water for a single pilot test is very difficult
to do safely. On the other hand, I don't know 3 other people I want to
subject to the exercise.
As we all know, stalls in a "typically" loaded '10 are benign and well
behaved. Recovery doesn't really require the 'textbook' response, you
just have to relax the pro-stall controls and add some power.
I'm thinking that I may be subject to extrapolating the benign stall and
recovery characteristics at typical loadings to stall and recovery
characteristics at more rearward loadings. This is a wake up call to me
to remember to remain assertive in my recoveries. On that point, thanks
for the post!
On a somewhat related matter, I've just now fully realized just how
different the landing characteristics of the '10 are at fore and aft
loadings. I find it difficult to get anything but stick back, roll on
greasers when I'm loaded with 2 in front and bags in the baggage
compartment (about 110.4" behind datum). The easiest landing plane I've
ever flown. With 4 on board, bags and low tanks, I find carrying a bit
of power into the flare gives me the best chance of smooth one. But
it's pretty easy to arrive with authority if I come in power-off. It's
pretty easy to get a typical 'student' landing if I come in too fast.
And with stalls and landings, I keep in mind that while my old Maule's
CG moved forward as I burned off fuel, the '10 does the opposite.
Though the difference is not great.
Bill
On 3/2/2013 12:35 PM, Dave Saylor wrote:
>
> Last weekend I took some folks on demo rides. All are -10 builders,
> not yet flying.
>
> On one flight, I had one big guy in the back seat. My CG range is 8.4
> to 16.8 (inches aft of the wing leading edge). My CG on takeoff was
> 14.4--I ran the number before we departed because I knew the CG was
> "aft-ish"--and the weight was 2614 lbs. Years ago during phase 1 we
> loaded the plane at aft CG, max gross, and did some stalls. I don't
> recall anything strange at all about those maneuvers.
>
> First, I demonstrated an approach stall, which I've done many times.
> My normal recovery is just to add a little power, stick neutral if
> necessary, and the plane just flys out. On the first stall, that's
> just how it went.
>
> Of course then it was time for a little "Watch this!"...
>
> Actually, I wanted to demonstrate the AOA audio warning,
> "Angle-Angle-Push", which was kind of faint on the first stall. So I
> let the stall develop further, keeping wings level with the rudder.
> The wings rocked a bit but nothing serious. The nose stayed straight
> ahead. Then, the nose pitched WAY down. I added power to break the
> stall and fly it out but there was no change. It felt like we were
> descending, not flying. It felt like we were about 45* nose down, but
> the EFIS logs didn't capture anything that extreme. I was concerned
> about entering a spin. So was the guy in the front seat--he said so
> as it was happening...I added more power, stick neutral, and still the
> nose was pointed down. I kept the wings more or less level but at
> this point things seemed out of the ordinary so I got more agressive
> with the controls. I pushed forward, adding more power. The plane
> then seemed to fly, and I seemed to be going pretty fast, but I didn't
> look at the airspeed. I pulled up gently and the controls eventually
> started feeling normal again. The EFIS logs showed the whole event
> lasted less than 10 seconds--two data captures--but it sure seemed
> longer. We lost about 300 feet.
>
> I spoke to another -10 owner who has a lot of acro and formation
> experience. He said, yeah, it'll do that...he concurred that from a
> deep stall, an RV-10 requires extra effort to break it. That's
> probably not a huge surprise if you think about it and expect it, but
> in this case it gave me (and unfortunately my passengers) a little
> concern.
>
> I'd be interested to hear if others have had similar experiences, and
> if anyone has an explanation for what's going on aerodynamically.
>
> Dave Saylor
> 831-750-0284 CL
>
>
Message 3
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
I am curious......I get these emails at two different email addresses. At
both I received Bill's response, but didn't receive Dave's initial email.
Wondering if the list has a deep stall black hole.
On Sat, Mar 30, 2013 at 5:06 AM, Bill Watson <Mauledriver@nc.rr.com> wrote:
>
> Dave, I can't add anything here except some reflection...
>
>
> Bill
>
> On 3/2/2013 12:35 PM, Dave Saylor wrote:
>
>> gmail.com <dave.saylor.aircrafters@gmail.com>>
>>
>> Last weekend I took some folks on demo rides. All are -10 builders,
>> not yet flying.
>>
>> On one flight, I had one big guy in the back seat.
>>
>>
>>
> --
>
- sent from the microchip implanted in my forearm
Message 4
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| Subject: | F-1013 Twist: R but not L ? |
Hi all,
I'm on section 29-3, Step 3: "Clamp the F-1013-R Fwd Fuse Longeron
in a padded vise at the "forward twist mark". Twist the fwd fuse
longeron with a crescent wrench as shown in Figure 2 to obtain the
dimension shown in Figure 3. Clamp the fwd fuse longeron at the "aft
twist mark". Repeat the process using the twist direction shown in
Figure 1 to obtain the dimension shown in Figure 3."
So they say to twist the forward and aft parts of the right longeron,
but what about the forward part of the LEFT longeron? (The aft twist
does not apply to the left longeron, since the dimension shown won't
allow it.)
I can't see any difference in symmetry in the forward sections of either
L or R F-1013 longerons. Is it the plans missing it, or are you really
not supposed to twist the forward part F-1013 left longeron?
Thanks for your time!
-Jim #40384
Message 5
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
On Mar 30, 2013, at 9:45 AM, Kelly McMullen <apilot2@gmail.com> wrote:
> I am curious......I get these emails at two different email addresses. At b
oth I received Bill's response, but didn't receive Dave's initial email. Won
dering if the list has a deep stall black hole.
>
> On Sat, Mar 30, 2013 at 5:06 AM, Bill Watson <Mauledriver@nc.rr.com> wrote
:
>>
>> Dave, I can't add anything here except some reflection...
>>
>>
>> Bill
>>
>> On 3/2/2013 12:35 PM, Dave Saylor wrote:
ail.com>
>>>
>>> Last weekend I took some folks on demo rides. All are -10 builders,
>>> not yet flying.
>>>
>>> On one flight, I had one big guy in the back seat.
>>
>> --
> - sent from the microchip implanted in my forearm
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 6
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
The original conversation was a few weeks ago...
On Mar 30, 2013, at 9:45 AM, Kelly McMullen <apilot2@gmail.com> wrote:
> I am curious......I get these emails at two different email addresses. At b
oth I received Bill's response, but didn't receive Dave's initial email. Won
dering if the list has a deep stall black hole.
>
> On Sat, Mar 30, 2013 at 5:06 AM, Bill Watson <Mauledriver@nc.rr.com> wrote
:
>>
>> Dave, I can't add anything here except some reflection...
>>
>>
>> Bill
>>
>> On 3/2/2013 12:35 PM, Dave Saylor wrote:
ail.com>
>>>
>>> Last weekend I took some folks on demo rides. All are -10 builders,
>>> not yet flying.
>>>
>>> On one flight, I had one big guy in the back seat.
>>
>> --
> - sent from the microchip implanted in my forearm
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 7
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Bill, I think you'll find that as you burn gas the cg moves aft if you start out
with the cg fairly far aft. But if you start out near the forward limit, then
the cg moves forward as you burn gas. It is important with the 10 to check cg
in the landing configuration, regardless of where you start.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=397337#397337
Message 8
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Thanks Tim, that explains, and I vaguely recall seeing it.
On Sat, Mar 30, 2013 at 8:47 AM, Tim Olson <Tim@myrv10.com> wrote:
> The original conversation was a few weeks ago...
>
> On Mar 30, 2013, at 9:45 AM, Kelly McMullen <apilot2@gmail.com> wrote:
>
> I am curious......I get these emails at two different email addresses. At
> both I received Bill's response, but didn't receive Dave's initial email.
> Wondering if the list has a deep stall black hole.
>
> On Sat, Mar 30, 2013 at 5:06 AM, Bill Watson <Mauledriver@nc.rr.com>wrote:
>
>>
>> Dave, I can't add anything here except some reflection...
>>
>>
>> Bill
>>
>> On 3/2/2013 12:35 PM, Dave Saylor wrote:
>>
>>> gmail.com <dave.saylor.aircrafters@gmail.com>>
>>>
>>> Last weekend I took some folks on demo rides. All are -10 builders,
>>> not yet flying.
>>>
>>> On one flight, I had one big guy in the back seat.
>>>
>>>
>>>
>> --
>>
> - sent from the microchip implanted in my forearm
>
> *
>
> *
>
> *
>
> *
>
>
--
- sent from the microchip implanted in my forearm
Message 9
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
B
=8Bill, I agree, aft vs. fwd cg makes =8Bfor two very different
landing
airplanes. Someone recently posted that their best approaches seem very
steep, and I feel the same way. The runway comes up real fast but there's
plenty of elevator--even more when loaded aft--to arrest decent and land
gently.
=8BFlying a different -10 recently, solo and light, I noticed the pla
ne lands
much more nose-down, like a flatter attitude. I need to get it a little
slower in the flare than I'm used to, and see if the nose comes up any
higher. That plane doesn't have AOA so I'm just going by speed. Maybe
that's the difference.=8B
Dave Saylor
831-750-0284 CL
On Sat, Mar 30, 2013 at 5:06 AM, Bill Watson <Mauledriver@nc.rr.com> wrote:
>
> Dave, I can't add anything here except some reflection...
>
> I have to admit to not having fully explored the stall characteristics
> near the aft CG limits because it's so difficult to do. On one hand,
> loading enough sand or water for a single pilot test is very difficult to
> do safely. On the other hand, I don't know 3 other people I want to
> subject to the exercise.
>
> As we all know, stalls in a "typically" loaded '10 are benign and well
> behaved. Recovery doesn't really require the 'textbook' response, you ju
st
> have to relax the pro-stall controls and add some power.
>
> I'm thinking that I may be subject to extrapolating the benign stall and
> recovery characteristics at typical loadings to stall and recovery
> characteristics at more rearward loadings. This is a wake up call to me
to
> remember to remain assertive in my recoveries. On that point, thanks for
> the post!
>
> On a somewhat related matter, I've just now fully realized just how
> different the landing characteristics of the '10 are at fore and aft
> loadings. I find it difficult to get anything but stick back, roll on
> greasers when I'm loaded with 2 in front and bags in the baggage
> compartment (about 110.4" behind datum). The easiest landing plane I've
> ever flown. With 4 on board, bags and low tanks, I find carrying a bit o
f
> power into the flare gives me the best chance of smooth one. But it's
> pretty easy to arrive with authority if I come in power-off. It's pretty
> easy to get a typical 'student' landing if I come in too fast.
>
> And with stalls and landings, I keep in mind that while my old Maule's CG
> moved forward as I burned off fuel, the '10 does the opposite. Though th
e
> difference is not great.
>
> Bill
>
> On 3/2/2013 12:35 PM, Dave Saylor wrote:
>
>> gmail.com <dave.saylor.aircrafters@gmail.com>>
>>
>> Last weekend I took some folks on demo rides. All are -10 builders,
>> not yet flying.
>>
>> On one flight, I had one big guy in the back seat. My CG range is 8.4
>> to 16.8 (inches aft of the wing leading edge). My CG on takeoff was
>> 14.4--I ran the number before we departed because I knew the CG was
>> "aft-ish"--and the weight was 2614 lbs. Years ago during phase 1 we
>> loaded the plane at aft CG, max gross, and did some stalls. I don't
>> recall anything strange at all about those maneuvers.
>>
>> First, I demonstrated an approach stall, which I've done many times.
>> My normal recovery is just to add a little power, stick neutral if
>> necessary, and the plane just flys out. On the first stall, that's
>> just how it went.
>>
>> Of course then it was time for a little "Watch this!"...
>>
>> Actually, I wanted to demonstrate the AOA audio warning,
>> "Angle-Angle-Push", which was kind of faint on the first stall. So I
>> let the stall develop further, keeping wings level with the rudder.
>> The wings rocked a bit but nothing serious. The nose stayed straight
>> ahead. Then, the nose pitched WAY down. I added power to break the
>> stall and fly it out but there was no change. It felt like we were
>> descending, not flying. It felt like we were about 45* nose down, but
>> the EFIS logs didn't capture anything that extreme. I was concerned
>> about entering a spin. So was the guy in the front seat--he said so
>> as it was happening...I added more power, stick neutral, and still the
>> nose was pointed down. I kept the wings more or less level but at
>> this point things seemed out of the ordinary so I got more agressive
>> with the controls. I pushed forward, adding more power. The plane
>> then seemed to fly, and I seemed to be going pretty fast, but I didn't
>> look at the airspeed. I pulled up gently and the controls eventually
>> started feeling normal again. The EFIS logs showed the whole event
>> lasted less than 10 seconds--two data captures--but it sure seemed
>> longer. We lost about 300 feet.
>>
>> I spoke to another -10 owner who has a lot of acro and formation
>> experience. He said, yeah, it'll do that...he concurred that from a
>> deep stall, an RV-10 requires extra effort to break it. That's
>> probably not a huge surprise if you think about it and expect it, but
>> in this case it gave me (and unfortunately my passengers) a little
>> concern.
>>
>> I'd be interested to hear if others have had similar experiences, and
>> if anyone has an explanation for what's going on aerodynamically.
>>
>> Dave Saylor
>> 831-750-0284 CL
>>
>>
>>
>
=====**===================
===========**=
ronics.com/Navigator?RV10-List>
=====**===================
===========**=
=====**===================
===========**=
com/contribution>
=====**===================
===========**=
>
>
Message 10
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| Subject: | Re: RV-10 Stall Characteristics (what just happened here?) |
Kelly, I think you're right, sometimes I see a conversation that is
well-developed that I definitely would have read...only to find it's pretty
far into the thread. Like I missed the original post and a few replies.
If I go to the forum, it's all there and I can catch up. Huh. I like the
black hole theory.
Dave Saylor
831-750-0284 CL
On Sat, Mar 30, 2013 at 7:45 AM, Kelly McMullen <apilot2@gmail.com> wrote:
> I am curious......I get these emails at two different email addresses. At
> both I received Bill's response, but didn't receive Dave's initial email.
> Wondering if the list has a deep stall black hole.
>
> On Sat, Mar 30, 2013 at 5:06 AM, Bill Watson <Mauledriver@nc.rr.com>wrote:
>
>>
>> Dave, I can't add anything here except some reflection...
>>
>>
>> Bill
>>
>> On 3/2/2013 12:35 PM, Dave Saylor wrote:
>>
>>> gmail.com <dave.saylor.aircrafters@gmail.com>>
>>>
>>> Last weekend I took some folks on demo rides. All are -10 builders,
>>> not yet flying.
>>>
>>> On one flight, I had one big guy in the back seat.
>>>
>>>
>>>
>> --
>>
> - sent from the microchip implanted in my forearm
>
> *
>
> *
>
>
Message 11
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| Subject: | EFIS failure checklist |
Some time ago Avweb had an article about EFIS failure including some
suggestions about what to do.
I've meant ever since to develop a page for my checklist just in case.
Using the basic ideas from Avweb I formatted it like my other checklists
and added what I thought was appropriate.
So...with the understanding that I don't have a lot of IMC experience,
please let me know if this seems appropriate, or if there are obvious
errors. I know it's kind of a longshot to have a complete failure IMC with
a happy ending. Still, ya gotta try.
For example, I put in Airspeed: VA because it seemed like a good idea. I
don't know if there's an accepted practice here. Just seemed prudent.
For reference, I have an AFS EFIS, D10A backup, and 696 for GPS2. My only
mechanical instruments are airspeed and vertical card compass. I have aux
standby batteries powering EFIS 1&2, GPS 1&2, COM1, autopilot, and trim.
Dave Saylor
831-750-0284 CL
Message 12
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| Subject: | Re: F-1013 Twist: R but not L ? |
You twist both front ends the same way, as shown in Figure 2. You are essentially
twisting the longeron UP so that it transitions to the firewall weldaments
later on.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=397362#397362
Message 13
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| Subject: | Re: EFIS failure checklist |
Dave,
I'd suggest: "Airspeed: maintain". In the heat of the moment there's no need to
be messing around with airspeed, especially if pitot data is in question. You
might add: "cross check with gps ground speed".
If, like many, you can drive your autopilot off your EFIS or directly off a gps
source, make sure you add:"Autopilot: EFIS source off" or however your EFIS/independent
op switch is labeled. And of course, if your autopilot is only driven
off the EFIS it should be "autopilot - off".
Finally, all is definitely not lost. My last IPC the cfii shut down all my GRT
screens (put them all on an engine page, actually), turned off all NAV's in the
panel. Using the internal battery powered D-6, and a battery powered, hand held
VOR (could have been a gps, too) I was able to make a passable VOR approach
to non precision minimums. But if the visibility were less than a mile, it would
definitely be best to go somewhere else!
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=397366#397366
Message 14
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| Subject: | Re: F-1013 Twist: R but not L ? |
That was my first thought as well, but if you read the whole page
carefully, it never says to twist the left F-1013.
Although it wouldn't be the first omission I've seen so far (the most
recent was the roll construction angles - it doesn't say what thickness
material to use!).
-Jim 40384
On 3/30/2013 8:19 PM, charliewaffles wrote:
>
> You twist both front ends the same way, as shown in Figure 2. You are essentially
twisting the longeron UP so that it transitions to the firewall weldaments
later on.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=397362#397362
>
>
Message 15
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| Subject: | Re: F-1013 Twist: R but not L ? |
You will find many places they give drawing/instructions for one side
and tell you to mirror image the other side, if they mention it at all.
On 3/30/2013 6:08 PM, James Hein wrote:
>
> That was my first thought as well, but if you read the whole page
> carefully, it never says to twist the left F-1013.
>
> Although it wouldn't be the first omission I've seen so far (the most
> recent was the roll construction angles - it doesn't say what
> thickness material to use!).
>
> -Jim 40384
>
> On 3/30/2013 8:19 PM, charliewaffles wrote:
>>
>> You twist both front ends the same way, as shown in Figure 2. You are
>> essentially twisting the longeron UP so that it transitions to the
>> firewall weldaments later on.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=397362#397362
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 16
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| Subject: | Re: EFIS failure checklist |
That is when you call the nearest radar facility, say "I have lost my
gyros, need no-gyro surveillance approach to nearest airport.
Anything that limits your need to do more than stay straight and level.
If you haven't done one, or not in many moons, good to go to less busy
approach control that has radar approach listed in approach plates book,
and ask for one. It is definitely different than doing your own nav
approaches.
On 3/30/2013 5:35 PM, Bob Turner wrote:
> -
> Finally, all is definitely not lost. My last IPC the cfii shut down all my GRT
screens (put them all on an engine page, actually), turned off all NAV's in
the panel. Using the internal battery powered D-6, and a battery powered, hand
held VOR (could have been a gps, too) I was able to make a passable VOR approach
to non precision minimums. But if the visibility were less than a mile, it
would definitely be best to go somewhere else!
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=397366#397366
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 17
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| Subject: | Re: EFIS failure checklist |
Thanks Bob. "Airspeed: maintain" is better. I changed the autopilot item
reply from "ON" to "PUSH AP". That way the EFIS is out of the system and
the AP holds current heading and vertical speed by its own gyros.
Hopefully I can stabilize things from there. Maybe it's best to avoid
following a GPS flight plan altogether, and just fly an assigned heading.
When I said there wouldn't be much hope, I meant in a total and complete
failure...even then I'm still gonna try! I thoroughly expect to land if a
single item or two should fail.
Edits to checklist attached.
Dave Saylor
831-750-0284 CL
On Sat, Mar 30, 2013 at 5:35 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> Dave,
>
> I'd suggest: "Airspeed: maintain". In the heat of the moment there's no
> need to be messing around with airspeed, especially if pitot data is in
> question. You might add: "cross check with gps ground speed".
>
> If, like many, you can drive your autopilot off your EFIS or directly off
> a gps source, make sure you add:"Autopilot: EFIS source off" or however
> your EFIS/independent op switch is labeled. And of course, if your
> autopilot is only driven off the EFIS it should be "autopilot - off".
>
> Finally, all is definitely not lost. My last IPC the cfii shut down all my
> GRT screens (put them all on an engine page, actually), turned off all
> NAV's in the panel. Using the internal battery powered D-6, and a battery
> powered, hand held VOR (could have been a gps, too) I was able to make a
> passable VOR approach to non precision minimums. But if the visibility were
> less than a mile, it would definitely be best to go somewhere else!
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=397366#397366
>
>
Message 18
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| Subject: | Re: EFIS failure checklist |
Kelly, isn't that the ol' "turn left--stop turn, turn right--stop turn"
thing? Yes, it's been a while. And never frequent.
Dave Saylor
831-750-0284 CL
On Sat, Mar 30, 2013 at 7:35 PM, Kelly McMullen <kellym@aviating.com> wrote:
>
> That is when you call the nearest radar facility, say "I have lost my
> gyros, need no-gyro surveillance approach to nearest airport.
> Anything that limits your need to do more than stay straight and level. If
> you haven't done one, or not in many moons, good to go to less busy
> approach control that has radar approach listed in approach plates book,
> and ask for one. It is definitely different than doing your own nav
> approaches.
>
>
> On 3/30/2013 5:35 PM, Bob Turner wrote:
>
>> -
>> Finally, all is definitely not lost. My last IPC the cfii shut down all
>> my GRT screens (put them all on an engine page, actually), turned off all
>> NAV's in the panel. Using the internal battery powered D-6, and a battery
>> powered, hand held VOR (could have been a gps, too) I was able to make a
>> passable VOR approach to non precision minimums. But if the visibility were
>> less than a mile, it would definitely be best to go somewhere else!
>>
>> --------
>> Bob Turner
>> RV-10 QB
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/**viewtopic.php?p=397366#397366<http://forums.matronics.com/viewtopic.php?p=397366#397366>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 19
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| Subject: | Re: EFIS failure checklist |
Yes, with 1/2 standard rate turns.
On 3/30/2013 8:52 PM, Dave Saylor wrote:
> Kelly, isn't that the ol' "turn left--stop turn, turn right--stop
> turn" thing? Yes, it's been a while. And never frequent.
>
> Dave Saylor
> 831-750-0284 CL
>
>
> On Sat, Mar 30, 2013 at 7:35 PM, Kelly McMullen <kellym@aviating.com
> <mailto:kellym@aviating.com>> wrote:
>
> <kellym@aviating.com <mailto:kellym@aviating.com>>
>
> That is when you call the nearest radar facility, say "I have lost
> my gyros, need no-gyro surveillance approach to nearest airport.
> Anything that limits your need to do more than stay straight and
> level. If you haven't done one, or not in many moons, good to go
> to less busy approach control that has radar approach listed in
> approach plates book, and ask for one. It is definitely different
> than doing your own nav approaches.
>
>
> On 3/30/2013 5:35 PM, Bob Turner wrote:
>
> -
> Finally, all is definitely not lost. My last IPC the cfii shut
> down all my GRT screens (put them all on an engine page,
> actually), turned off all NAV's in the panel. Using the
> internal battery powered D-6, and a battery powered, hand held
> VOR (could have been a gps, too) I was able to make a passable
> VOR approach to non precision minimums. But if the visibility
> were less than a mile, it would definitely be best to go
> somewhere else!
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=397366#397366
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
>
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