Today's Message Index:
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1. 01:20 PM - Re: Getting beat up by NorCal ATC (Bill Watson)
2. 01:31 PM - Re: Re: Antenna locations (Bill Watson)
3. 01:33 PM - Re: Getting beat up by NorCal ATC (Kelly McMullen)
4. 07:09 PM - Re: Antenna locations (Bob Turner)
5. 07:49 PM - Re: Re: Antenna locations (Carl Froehlich)
Message 1
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| Subject: | Re: Getting beat up by NorCal ATC |
Some thoughts below from an east coast '10 Driver...
>
> Background: have been an active instrument rated pilot for 30+ years and
> routinely fly my RV-10 IFR, but mostly in the Seattle area. Sunday August 5
> filed an online IFR flight plan from Lincoln Regional (KLHM) to Hawthorne
> (KHHR) in downtown L.A. Was a blue sky day everywhere (well, except for
> some wildfire smoke) and this was one of those 'administrative IFR' flight
> plans to get into the L.A. basin. Radio exchange begins at about 0800 after
> departing KLHM VFR, climbing for 11k.
>
> Me: Norcal departure, experimental RV N104LD
> Norcal on 125.8: no response, but relatively busy handling arrivals into
> Sacramento, so no surprise
> [wait for another pause in radio traffic]
Given the busy frequency/traffic, I would be concerned that the
controller thinks I'm a VFR pilot looking for flight following or
clearance into a Class B or C. I would be particularly concerned if I
didn't know from experience that this is the frequency where they expect
IFR departures from satellite airports. So my next call would be
something like "Norcal dparture, experimental 104 Lima Delta IFR Hawthorne"
> Me: Norcal departure, experimental RV N104LD
> Norcal: RV calling Norcal, stand by.
> [Approximately 2 minutes goes by, conversations end between Norcal and
> airline traffic]
> Another RV calls Norcal and is immediately responded to, given a squawk
> code.
> After that, thinking I had been forgotten:
I'm thinking that the other RV is VFR and got a squawk for FF and now
I"m semi-convinced that the controller is assuming the same of me.
> Me: Norcal departure, experimental RV N104LD.
>
> No response for another thirty seconds. I get it. This guy is not going to
> talk to me and is apparently trying to teach me a lesson.
I've had this happen to me before but only when VFR getting VFR
services. Rather than trying to teach a lesson my guess is that they
are using the rule book to manage their workload on a busy day. Bottom
line is that they assume for whatever reasons that you are VFR traffic.
>
> Now 40 miles down the road, am in another Norcal sector and try them on
> 123.7:
> Me: Norcal approach, experimental RV N104LD
> Norcal (female voice): RV 104LD, squawk 3636.
Assuming that 3636 was the actual code, anyone know whether this is a
VFR or IFR code for NORCAL ATC? I've noticed that different ranges are
used for the two types, at least in certain areas.
> Me: 3636 on the squawk. RV104LD is off Lincoln and would like to open my
> IFR flight plan to KHHR.
I would say "4LimaDelta departed Lincoln IFR Hawthorne" . The "open my
plan" is VFR terminology and I'm guessing confusing for some, but no
real problem here.
> Norcal: 104LD, I can issue your clearance but cannot open your flight plan.
> Advise ready to copy.
This controller was confused by the 'open plan' terminology. I'm
guessing that 3636 was a VFR code, did they change your code when giving
you the clearance? I'd also guess that she is looking at your filed
plan on a strip at this point and all is good.
> Me: Ready to copy:
> [Clearance is given as filed, and read back successfully]
Everything is fine now, task complete.
Everything from this point on is unnecessary, confused and confusing.
>
> Me: Who should I call to open the IFR flight plan?
> Norcal: Try Flight Service.
> Me: Do you have a preferred frequency for them in this area?
> Norcal: Negative, don't have that information.
> [I find Murieta Springs Radio frequency and call FSS]
> Me: Murieta radio, experimental RV N104LD.
> FSS: Say request
> Me: I was told to contact you by Norcal, who said they cannot open my IFR
> flight plan.
> FSS: There must be some confusion. Flight service can only open VFR flight
> plans, not IFR flight plans. Go back to Norcal.
> Me: Roger.
> Me (back on Norcal frequ): Norcal, this is N104LD; contacted Flight Service
> and they said they cannot open an IFR flight plan; you have to do that.
> Norcal (same female voice): I don't understand what you are requesting.
> There is nothing more we can do for you
>
> [Now 55 miles down the road and level at 11k, I decide to call Oakland
> Center]
> Me: Oakland Center, experimental RV104LD 10 northeast of Linden VOR at 11k.
> Would like to open our IFR flight plan to KHHR.
> Oakland Center: You should have opened your flight plan with Norcal
> approach.
> Me: I tried. (and further explain the strange sequence of events).
> Oakland Center: Ok, your flight plan is active. Cleared direct TTE.
> Apparently Norcal reacted to your trying to open a flight plan when they had
> not issued the clearance yet. First you have to call them to get the
> clearance.
> Me: Ok, sorry. My mistake.
>
> Commentary on this rather bizarre interchange: I am totally about learning
> new things and apologizing when I make a mistake. But this one still has me
> scratching my head. Any thoughts?
>
> Dan Masys
>
>
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| Subject: | Re: Antenna locations |
Okay guys, you've re-opened the case for me.
Given how much I'd like to avoid the fin project and how much I'd like
stay with an Archer style antenna, I'm going to do a couple of things:
1. I'm going to remove my splitter and see how it works as a dedicated
antenna
2. I'll try to take pics of my Archer installation and share them here
and see what you think.
3. I'll try to find an antenna analyzer, which I assume is different
than the standing wave thing one uses on transmitters.
4. Since I've bought 2 Archers already I won't feel guilty building a
copy, particularly RV10 optimized copies, for both wing tips. Hints
and tips here are more than welcome.
Bill "hoping he'll have a Comant Nav antenna for sell" Watson
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| Subject: | Re: Getting beat up by NorCal ATC |
I suspect the 2nd RV calling got accepted because controller thought it
was the 1st RV calling back.
As for squawk codes, generally those that stay within an
approach/departure control area get code starting with a 0.
Most aircraft going beyond one facility get either tower enroute or
center code. They generally start with a digit other than 0.
In old, pre-computer days when you could only see a difference in
spacing between slashes to know which code....approach would use 0300 or
0400 for IFR arrival or departure. 0100 for flight following. It helped
keep track of which target was which and told other sectors what you
were doing with the aircraft.
I agree the initial call should include something to the effect of
requesting IFR clearance with destination.
On 8/8/2018 1:17 PM, Bill Watson wrote:
>
> Some thoughts below from an east coast '10 Driver...
>> Another RV calls Norcal and is immediately responded to, given a squawk
>> code.
>> After that, thinking I had been forgotten:
> I'm thinking that the other RV is VFR and got a squawk for FF and now
>> Me: Norcal approach, experimental RV N104LD
>> Norcal (female voice): RV 104LD, squawk 3636.
> Assuming that 3636 was the actual code, anyone know whether this is a
> VFR or IFR code for NORCAL ATC? I've noticed that different ranges are
> used for the two types, at least in certain areas.
>> Me: 3636 on the squawk. RV104LD is off Lincoln and would like to open my
>> IFR flight plan to KHHR.
> I would say "4LimaDelta departed Lincoln IFR Hawthorne" .
Message 4
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| Subject: | Re: Antenna locations |
3. The "analyzer" is a standing wave thingy (Standing wave reflectometer) except
that it also includes a low power, tunable transmitter.
4. To successfully clone the Archer you must copy as exactly as you can the coupling
capacitor (the length, width, thickness, and material of the little parallel
plate capacitor and the dielectric material).
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=482196#482196
Message 5
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| Subject: | Re: Antenna locations |
This is an antenna analyzer that will do everything you need - and is the fi
rst thing I grab when someone says they have a comm or nav problem: https://
www.dxengineering.com/search/product-line/mfj-259c-530-khz-230-mhz-antenna-s
wr-analyzers?autoview=SKU&keyword=Mfj%20antenna%20analyzer&sortby=Best
KeywordMatch&sortorder=Ascending
This is something that should be in all EAA chapter shared tool box.
I do not recommend a simple copy of the Archer antenna. You want to have th
e arm extending into the wingtip as long as possible. This means the arm pa
rallel to the wing rib will be shortened the same amount. If you make the a
ntenna overall an inch or so longer you can now trim the end length to the m
iddle of the VOR band. You also adjust the gama-match to match the 50 ohm c
oax. Gama-match adjustment is done by increasing/decreasing the capacitor e
lement and/or the capacitor insulator thickness. These two adjustments are a
n interactive process, so trim a little at a time.
Figure 13-12 of the Aero Electric Connection book provides a good starting p
oint. If you keep the matching triangle the same dimensions it will be easi
er.
This sounds hard but with the antenna analyzer takes just 10-15 minutes.
If you follow this process for a wingtip comm antenna and keep the arm exten
ding into the wingtip as vertical as possible, it will not be quite as good a
s a belly antenna but more than adequate for a COMM #2 antenna.
Carl
> On Aug 8, 2018, at 10:07 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
>
> 3. The "analyzer" is a standing wave thingy (Standing wave reflectometer) e
xcept that it also includes a low power, tunable transmitter.
> 4. To successfully clone the Archer you must copy as exactly as you can th
e coupling capacitor (the length, width, thickness, and material of the litt
le parallel plate capacitor and the dielectric material).
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=482196#482196
>
>
>
>
>
>
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