Today's Message Index:
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1. 05:49 AM - Re: Declared Emergency (Bill Watson)
2. 05:51 AM - Re: Re: Declared Emergency (Bill Watson)
3. 05:54 AM - Re: Declared Emergency (Bill Watson)
4. 10:13 AM - flo scan (cjay)
5. 12:30 PM - Re: flo scan (Jesse Saint)
6. 01:52 PM - Re: flo scan (Michael Kraus)
Message 1
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| Subject: | Re: Declared Emergency |
I use percent power exclusively for approach work. I have it setup so
it's always displayed on one of my GRT displays. I like the shortcut
method of calculating percent power.
Once LOP, I stay there during descent until short final. If the air is
smooth I'll keep it WOT, max LOP and bring the RPMs down below 2200
during descent. If bumpy I'll keep the MP at 24" at max LOP to keep me
below redline during steeper descents. I'm generally operating at
larger busy airports and I find keeping speeds up helps with the mix.
Flaps at reflex until final. At intercept I slow it by reducing percent
power. On short final with runway in sight I slow it down to flap speed
and start the flaps down.
In normal ops I pay little attention to airspeed unless asked.
Instrument practice I use a slower set of speeds. So I don't train as I
fly....
My backup instrumentation is not a regular part of my scan. I have a
non-sensitive altimeter, ASI in mph vs knots and an ADI. I check them
periodically for function each time a get a new altimeter setting but
that's it. I'm relying on my (3) identical EFIS units, independent but
linked, along with the dual AHRS to flag problems and cross check. If
my attitude agrees with airspeed/power - good. GPS azimuth agrees with
bank - good. My G430w is a regular part of my scan - always comparing
GPS TAS/GS with GRT TAS and wind.
This particular failure caused my GRT airspeed and backup airspeed to be
incorrect. I saw the ADI flag with "AS" but didn't react. I saw the TT
AP flag with "AS" when I engaged it. The sudden dive told me something
was wrong and the "AS" told me why but at first I didn't quite believe
it. I didn't notice the G430w GPS speed and GRT speed discrepancy but
I'm pretty sure the problem occurred in a very short time frame so...
The only thing I'm not completely happy about is the ADI - I wish I had
an electric AI instead. I guess another EFIS head is cheaper but if I
got one, it would be another GRT.... but I have 3 already.
What I'm most happy about is dual bus, dual batt and dual alt. I have a
high level of confidence that electrons will flow no matter what. In an
all electric panel that's nice in my book.
On 7/24/2015 11:32 AM, Kelly McMullen wrote:
> Some classes for high performance aircraft teach using rpm/100 + MP
> gives a ballpark power setting. Say 49=75%, 48=70, 47=65, etc. or
> whatever it is for the given airframe. This is very easy to remember,
> and it doesn't matter more than a percent or two if you choose 2600
> and 22" or 2300 and 25". I generally leave rpm alone for approach
> phase because my Mooney has a restricted range from 2100-2350 on the
> engine/prop combination, and 2500 with appropriate MP is easy to
> manage, as well as enough rpm if you happen to need to go around that
> you can firewall throttle without any concerns of hurting anything.
> The last 20 hp or so available with 2700 just isn't that critical in
> 99.94% of go arounds. It also means that for approach I am only
> looking at MP for power, and can remember that 15-18" will get me to
> where I fine tune to go up or down or hold level. Because flaps have
> low max speed, in fact same speed as RV-10, I don't use them for
> instrument approaches until runway is in sight and landing assured.
> Whatever you are using for backup instrumentation needs to be easy to
> scan, and located such that you can easily use as a tiebreaker between
> dual EFIS.
> I chose a Dynon D1 for that purpose, but there are many other ways to
> approach it. Having same brand as my EFIS is good for having same
> display format. However, because my backup has its own battery and GPS
> and software, it is not likely to suffer a common failure with the
> EFIS. It isn't connected to pitot/static, giving you only GPS ground
> speed, ground track and GPS altitude, but that should be enough to
> keep the dirty side down until you can go visual.
>
> Standardizing what you do for 95% of your approaches and landings
> allows minimum brain effort when something fails...just keep the rest
> of settings where they normally are. Obviously you adjust for the
> unusual short field/soft field, etc.
>
> On Fri, Jul 24, 2015 at 6:09 AM, Bill Watson <Mauledriver@nc.rr.com
> <mailto:Mauledriver@nc.rr.com>> wrote:
>
> <Mauledriver@nc.rr.com <mailto:Mauledriver@nc.rr.com>>
>
> On 7/24/2015 8:43 AM, Jim Combs wrote:
>
> It would very interesting to talk to the EFIS folks and see if
> they do any kind of validating the Pitot system against GPS
> (and call / flag any significant deviation of the two).
>
> That would be interesting. The AP flagged with an "AS" and seemed
> to go into stall prevention mode, the ADI flagged with an "AS" and
> killed the GPS azimuth display, the EFIS just gave me erroneous
> airspeeds and it could do better than that. Yes
>
>
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
Message 2
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| Subject: | Re: Declared Emergency |
Yes, the GRTs were fine without airspeed. A post it scrap fixed the
digital airspeed indication.
As mentioned, I'm not happy about the ADI though it does what it says
the way it says it. an AI would be better.
On 7/24/2015 3:08 PM, Bob Turner wrote:
>
> This discussion points out that many pilots do not fully understand the failure
modes or programmed behavior of their equipment.
> For example, the TT and Trio autopilots both have stall protection built into
their software, and will dump the nose down if IAS drops below some pre-set level.
> The TruTrak ADI is of course not a real AI, long-term the vertical response is
set by the VSI. So if your actual airspeed is slowly decreasing, and you are
slowly raising the nose in response, the ADI will show nose-level, not nose high
which in fact is what is happening. That is why the software displays the
warning if it detects low ASI. (I am not sure if the 2 1/4" display shows that
warning??).
> Your GRT display, if operating properly, should continue to give good attitude
information, even with a failing ASI.
> OTOH, the Dynon EFISs use the ASI as part of their attitude solution. Latest
software attempts to discover ASI failures, and revert to GPS speed data, but
there has been at least one report of an ASI partial failure bad enough to cause
an erroneous AI display, but not bad enough to trigger the change over to GPS
data. I believe (but am not certain) that the TC and VSI data continue to function
properly.
>
> So these EFIS units can be flown with an ASI failure, but the pilot has to know
what to expect to work, and what not. And it is hard to ignore the ASI when
the airspeed shows very low. (and in a Dynon, ignore the AI and just use the
TC bars and VSI)
>
Message 3
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| Subject: | Re: Declared Emergency |
I made one up too but never stuck with it. I'm going to play with yours
for practice flights. Will probably convert to percent power and see
how it works. Thanks.
Fact is, in normal ops, I do one thing and am quite confident with it.
Practicing I do another. Not optimal, potentially a problem, need to
ponder further.
On 7/24/2015 7:04 PM, David Saylor wrote:
> My CFII insisted that I test and make a card for various power
> settings and conditions. I used it "loose leaf" when I was training.
> It was so handy I incorporated it into my checklist. See attached
> photo. "Flaps1" means unreflexed, 0 degrees, etc. YMMV.
> --Dave
>
Message 4
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Anyone ever have a flo scan transducer fail on them?
A search has brought lots of discussion on location, but no discussion on how long
they last.
I've been having problems with my EIS 6000 and having a hard time tracking down
the problem. Basically it works on and off, when not working the screen goes
berserk before it shuts down. GRT even bench tested it and said it was fine,
that maybe the problem was one of the sensors was putting more than 5volts into
one an Aux channel. Right now it's show my fuel flow is not working so I was
going to try replacing it. Before I buy one I thought I'd ask the group to
see if anyone had any other ideas?
cjay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=445186#445186
Message 5
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I've heard recently of another EIS doing this exact same thing. Disconnect the
auxin puts and plug one back in at a time to see which one introduces the problem.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
Sent from my iPhone
> On Jul 25, 2015, at 1:09 PM, cjay <cgfinney@yahoo.com> wrote:
>
>
> Anyone ever have a flo scan transducer fail on them?
>
> A search has brought lots of discussion on location, but no discussion on how
long they last.
>
> I've been having problems with my EIS 6000 and having a hard time tracking down
the problem. Basically it works on and off, when not working the screen goes
berserk before it shuts down. GRT even bench tested it and said it was fine,
that maybe the problem was one of the sensors was putting more than 5volts
into one an Aux channel. Right now it's show my fuel flow is not working so I
was going to try replacing it. Before I buy one I thought I'd ask the group
to see if anyone had any other ideas?
>
> cjay
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=445186#445186
>
>
>
>
>
>
>
>
>
>
Message 6
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I had one fail on a O-320.
Sent from my iPhone
> On Jul 25, 2015, at 12:09 PM, cjay <cgfinney@yahoo.com> wrote:
>
>
> Anyone ever have a flo scan transducer fail on them?
>
> A search has brought lots of discussion on location, but no discussion on how
long they last.
>
> I've been having problems with my EIS 6000 and having a hard time tracking down
the problem. Basically it works on and off, when not working the screen goes
berserk before it shuts down. GRT even bench tested it and said it was fine,
that maybe the problem was one of the sensors was putting more than 5volts
into one an Aux channel. Right now it's show my fuel flow is not working so I
was going to try replacing it. Before I buy one I thought I'd ask the group
to see if anyone had any other ideas?
>
> cjay
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=445186#445186
>
>
>
>
>
>
>
>
>
>
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