Today's Message Index:
----------------------
1. 05:13 AM - CJ Website...please pardon this proud owner... (Frank Haertlein)
2. 05:46 AM - Re: Dynon Avionics Stuff (RV_8 Pilot)
3. 06:57 AM - Re: Dynon Avionics Stuff (Brian Lloyd)
4. 06:58 AM - Re: E-Mail Address (Doug Sapp)
5. 07:13 AM - Re: Dynon Avionics Stuff (Brian Lloyd)
6. 07:23 AM - See Russian hardware is great stuff. (Gus Fraser)
7. 07:39 AM - Re: Dynon Avionics Stuff (Brian Lloyd)
8. 08:08 AM - Re: Dynon Avionics Stuff (Brian Lloyd)
9. 08:19 AM - Carb ice (Barry Hancock)
10. 08:24 AM - Re: Dynon Avionics Stuff (Brian Lloyd)
11. 08:41 AM - Re: Dynon Avionics Stuff (Brian Lloyd)
12. 10:11 AM - Brake cable process (for maintenance types) (TC Johnson)
13. 10:23 AM - Champion 14mm plugs, plug adapters and CJ-6 Brake handles for sale (Patrick Scofield)
14. 10:26 AM - MTV-3 Propellor for sale--Again (Patrick Scofield)
15. 10:34 AM - Re: Champion 14mm plugs, plug adapters and CJ-6 Brake handles for sale (Doug Sapp)
16. 11:54 AM - Re: MTV-3 Propellor for sale--Again (Rick Basiliere)
17. 01:46 PM - Re: Dynon Avionics Stuff (Francis Butler)
18. 02:47 PM - CJ Wanted (cpayne@joimail.com)
19. 03:07 PM - COMPASS MOUNT (michael.beach@ps.ge.com)
20. 03:23 PM - Re: Grand Rapids Engine Monitor (FamilyGage@aol.com)
21. 03:33 PM - Oil temps (TC Johnson)
22. 03:36 PM - Re: COMPASS MOUNT (Gus Fraser)
23. 03:38 PM - Re: COMPASS MOUNT (CHAD FELDPOUCH)
24. 03:52 PM - Re: COMPASS MOUNT (michael.beach@ps.ge.com)
25. 03:56 PM - Re: COMPASS MOUNT (michael.beach@ps.ge.com)
26. 04:43 PM - MEL CDL (jay reiter)
27. 04:54 PM - CDL (jay reiter)
28. 05:10 PM - Re: CJ Wanted (Ernie)
29. 05:32 PM - Re: Grand Rapids Engine Monitor (Brian Lloyd)
30. 06:19 PM - Dynon Avionics Stuff (Frank Haertlein)
Message 1
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| Subject: | CJ Website...please pardon this proud owner... |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Jeff
Nice site. Already got you linked at
http://home.earthlink.net/~yak52driver
Thanks!
Frank
N911OM
YAK-52
Message 2
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| Subject: | Dynon Avionics Stuff |
--> Yak-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
>Do you have to periodically reset these
>systems while maintaining straight and level flight?
>Frank
Not the Dynon - mine is rock steady all the time. Only once have I been
able to get the screen to "go gray" (it switches from color to gray when
attitudes change at an excessive rate). That was during a snap roll and it
didn't loose orientation - just alarmed.
Regarding correction for drift, I believe I remember hearing/reading that
Dynon requires the pitot-static connections be used with their system, even
if the info is not needed. Based on this, I would guess they're using it
somehow in their attitude code. maybe magnetic field as well. These are
some of the "tricks" that they may have been reluctant to share with Brian.
A little more Dynon update... I found out yesterday that the new version of
their EFIS (D-10A) will be out this summer. A few of the new features will
include directly supporting autopilot servos, serial transponder output,
multiple Dynon display interoperability (screen sharing I believe) and *NOT*
having to use a notebook computer to cal the mag compass. New price, $2195
direct (Van's AC may offer some small discount, as they do currently).
They have a plan to upgrade existing users for either a $150 or $350 fee,
depending on your ship date.
Also supposed to have their 10 or 12 function programmable, digital engine
monitor finished sometime in this same timeframe. It's supposed to have the
same or a similar display as the D-10/A. Based on the comments on the D-10A
announcement, it should have display ineroperability with the EFIS.
Bryan Jones RV-8 J-3
www.LoneStarSquadron.com
Houston, Texas
Message 3
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| Subject: | Re: Dynon Avionics Stuff |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
FamilyGage@aol.com wrote:
> The Grand Rapids EFIS was chosen after extensive research into quality
> construction, features, and price. Their complete engine monitor (nine cylinder
> model) was added which comes with a hand held download unit for your PC.
I looked at the Grand Rapids unit but rejected it because they didn't support 9xCHT.
They had 9xEGT but my feeling is that this is less important than having
full CHT monitoring. Have they changed their product to support 9xCHT?
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 4
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--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
wlannon@cablerocket.com
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jim Selby
Subject: Yak-List: E-Mail Address
--> Yak-List message posted by: "Jim Selby" <alikatz@mbay.net>
Hello,
I'm looking for Walt Lannon's e-mail address, my messages keep getting
returned...... Thanks,
Best,
Jim Selby, Jr
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: Engine problem
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> Dennis has a point, because Pappy had the same problem, which plaqued him
> for weeks. But the problem manifested itself consistently during the mag
> check, he had a severe RPM drop on the bad mag. I also just witnessed the
> same type of problem on my friends IO-540 in his Pitts. Was a bad coil,
but
> could not be detected through any static checks. But again, the problem
> manifested itself consistently on the ground during mag check, the engine
> would burp, fart and gargle on the bad mag. Franks problem seems to be
more
> intermittent.
>
> Ernie
> ----- Original Message -----
> From: "Frank Haertlein" <yak52driver@earthlink.net>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Engine problem
>
>
> > --> Yak-List message posted by: "Frank Haertlein"
> <yak52driver@earthlink.net>
> >
> > Dennis;
> > I don't get it. If one mag coil stops working then the other is still
> > firing the cylinder. Also, if one or the other mags stop working then
> > how is the supercharger purged? "Purged" to me means the induction
> > system has been cleared of a viable fuel air charge...... Like what
> > might happen during an intake backfire. The only way I can see the
> > intake being purged is if you have a sticky valve and the engine
> > backfires thru the induction system. I'm leaning heavily towards it
> > being a fuel flow problem. I guess one way to troubleshoot is to turn
> > off one or the other magnetos during the event and see what happens. It
> > should either clear or make little difference. Here again that would
> > point to either a fuel feed problem or sticky valve(s). Now that I think
> > more about it, the engine behaves almost like I have a mixture control
> > and I'm looking for peak EGT.
> >
> > Frank
> > N911OM
> > YAK-52
> >
> >
> > -----Original Message-----
> > From: A. Dennis Savarese [mailto:adsavar@gte.net]
> > To: Frank Haertlein
> > Subject: Re: Your engine problem
> >
> >
> > Frank,
> > Believe me, we had a similar problem with a bad coil and it does affect
> > the entire engine operation. I didn't believe it either until I talked
> > to the folks at the overhaul facility and another expert here in the
> > states. Both offered the same scenario. When a single mag stops
> > working momentarily, because the engine has a single common point for
> > induction, ie: the supercharger, when a single pulse is lost the engine
> > can appear to be literally shutting down for a couple of milliseconds.
> > It raises blood pressure dramatically. This phenomena appears in radial
> > engines an apparently exists in one of the older PW's or Continental
> > radials for which a fix has never been found. But what happens is the
> > supercharger is purged which causes all cylinders (effectively) not to
> > fire. Then once it starts up again (the coil) it appears normal.
> >
> > As I said, try doing a mag check if at all possible or you'll have to do
> > it by process of elimination. My guess is you will find a bad coil.
> > That is solely based on recent experience with the exact same symptom.
> > I chased the problem for months and did all the things that you have
> > already done.
> >
> > Good luck Frank and please keep me posted.
> > Best wishes,
> > Dennis
> >
> > ----- Original Message -----
> > From: "Frank Haertlein" <yak52driver@earthlink.net>
> > To: "'A. Dennis Savarese'" <adsavar@gte.net>
> > Subject: RE: Your engine problem
> >
> >
> > > Dennis,
> > > I don't think it's carb ice doing it because I've had it happen during
> >
> > > take-off after maybe a minute under full power.....and that's up here
> > > in the high desert where humidity is very low. I adjusted the carb and
> >
> > > thought it had gone away but, as I learned the other day, now it's
> > > happening again during full power take-off AND at altitude.
> > >
> > > It will not do it during take-off if I throttle back as soon as my
> > > wheels leave the ground. Needless to say it scared the hell out of me
> >
> > > when it did. It seems very intermittent. So far I've tightened the
> > > carb (it was loose), I've replaced the ignition harness, re-timed both
> >
> > > mags, I've checked the gland nuts and they're OK, I've checked and
> > > cleaned all the filters for contamination or water and all those are
> > > OK. I can't see a bad coil doing it unless both coils are bad and what
> >
> > > are the chances of that?
> > >
> > > I think Ernie could be right...it's mixture related. I'm about ready
> > > to pull the carb and have it rebuilt. Know anyone who does it? Thanks!
> > >
> > > Frank
> > > N911OM
> > > YAK-52
> > >
> > > -----Original Message-----
> > > From: A. Dennis Savarese [mailto:adsavar@gte.net]
> > > Sent: Tuesday, June 22, 2004 8:53 PM
> > > To: Frank Haertlein
> > > Subject: Your engine problem
> > >
> > >
> > > Hi Frank,
> > > I'm not sure I can be of much help because you may have already tried
> > > some or all of these suggestions. But these are based on my
> > > experiences.
> > > - Recheck the security of the intake gland nuts and the intake collars
> >
> > > at the cylinder head.
> > > - Recheck the security of the nuts holding the carburetor to the
> > > accessory case.
> > > - Just for grins, check the fine fuel screen for debris.
> > > - Make sure there is nothing flopping around underneath the carburetor
> >
> > > intake screen that could cause blockage of air flow into the
> > > carburetor.
> > > - Sump the fuel to see if there could be small amounts of water in the
> > > fuel.
> > > - There is also the possibility of the problem being a bad coil/
> > > intermittent coil in a magneto. Try isolating the problem to one mag
> > or
> > > the other. I know that's a tough decision to make when the engine is
> > > running rough, but you really need to check it. If possible, go to
> > > altitude directly over the airplane and try to duplicate the problem.
> > > Next time you fly the airplane and you experience the problem, try the
> > > carb heat just for the heck of it.
> > >
> > > If I think of more things when I'm not so tired, I'll email them to
> > > you. Please do let me and the Yak list folks know what you determine
> > > to be the problem.
> > >
> > > Best wishes,
> > > Dennis Savarese
> > >
> > >
> >
> >
>
>
Message 5
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| Subject: | Re: Dynon Avionics Stuff |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
RV_8 Pilot wrote:
> Seems to me another term for a rate gyro would be an accelerometer. Whether
> it's angular or linear; I guess that's the debate.
Well, in the common vernacular "accelerometer" refers to linear acceleration and
"rate gyro" refers to angular acceleration. No one is confused as to what I
am measuring when I use the term "rate gyro". If you want to call a device to
measure angular acceleration an "accelerometer" you will be technically correct
and I will be confused.
> I don't know a lot about EFIS's, but I can tell you the Dynon D-10 in my
> RV-8 has worked as advertised now for 25-30 hrs total with 1-2 actual IMC.
> It's my primary attitude indication and I trust it more than anything
> powered by a vacuum pump. Is it better than a Blue Mountain, Honeywell,
> Collins or others? Doesn't matter to me - I couldn't afford the others and
> the Dynon seemed at the time - and has proven to be - a good buy.
That is great. I am glad it is turning out to be a good unit. For size and price
it is certainly hard to beat.
> As for the folks at Dynon, I have high praise. They've answered every
> (application) question I've asked. They even volunteered to write me a
> custom modified code *just for my unit* when I was delayed in completing the
> internal mag sensor calibration that *I* screwed up.
Good support is a pleasure. It is so rare these days.
> I can also easily see why Dynon wouldn't want to hand out detailed technical
> answers. With Brian's level of expertise, I would imagine he sounded like
> possible competition. That would be foolish to give info to possible
> competition.
I could also be just a savvy buyer (which I was).
BTW, in this whole "what's best" discussion, there is one piece of equipment that
I believe surpasses all others in the avionics market. In my (not so) humble
opinion it is the best of the best. This is the Apollo (now Garmin) SL-30
Nav-Com. No one makes a better nav-com at any price.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 6
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| Subject: | See Russian hardware is great stuff. |
--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
I was sent this it makes interesting reading. Russian hardware rocks......
Gus
Inside The Air Force
June 4, 2004
Pg. 1
USAF: Indian Exercises Showed Need For F/A-22, Changes In Training
A recent exercise with the Indian Air Force is causing U.S. Air Force
officials to re-evaluate the way the service trains its fighter pilots
while bolstering the case for buying the F/A-22 as a way to ensure
continued air dominance for the United States, according to service
officials.
The surprising sophistication of Indian fighter aircraft and skill of
Indian pilots demonstrated at the Cope India air combat exercise Feb. 15
through 27 at Gwalior Air Force Station, India, should provide a reality
check for those who had assumed unquestioned U.S. air superiority, service
officials who participated in the exercise said this week. The event was
the first-ever air combat exercise involving the U.S. and India and the
most active bilateral military exchange in over 40 years, according to
these officials.
"The major takeaway for the Air Force is that our prediction of needing to
replace the F-15 with the F/A-22 is proving out as we get smarter and
smarter about other [countries'] capabilities around the world and what
technology is limited to in the F-15 airframe," said Col. Mike Snodgrass,
commander of the 3rd Wing at Elmendorf Air Force Base, AK. "We've taken
[the F-15] about as far as we can and it's now time to move to the next
generation." Snodgrass, who has been selected to receive his first star,
and two other wing officials spoke with Inside the Air Force June 2.
The Air Force has been arguing the absolute necessity of the F/A-22 since
the program began. But the performance of the Indians in direct competition
against the Air Force's best fighter, the F-15C, was particularly striking
evidence of an endangered U.S. lead in air combat capability, the
statements of service officials indicate.
Air Force Chief of Staff Gen. John Jumper told the Senate Appropriations
defense subcommittee in March that the results of Cope India were "very
revealing," although he declined to elaborate in a public forum. Privately,
other senior service officials have pointed to Cope India as evidence that
continued U.S. air superiority is dependent on the F/A-22.
Although service officials have been reluctant to detail how the Indians
performed against the six F-15Cs from the 3rd Wing that participated in
Cope India, Rep. Duke Cunningham (R-CA) said in a Feb. 26 House
Appropriations defense subcommittee hearing that U.S. F-15Cs were defeated
more than 90 percent of the time in direct combat exercises against the IAF.
Officials from the 3rd Wing at Elmendorf did not provide specifics about
how their aircraft fared, but said the experience is causing the service to
reevaluate the way it trains its pilots for air-to-air operations.
"What happened to us was it looks like our red air training might not be as
good because the adversaries are better than we thought," Snodgrass said.
"And in the case of the Indian Air Force both their training and some of
their equipment was better than we anticipated."
"Red air" refers to the way the Air Force simulates enemy capability in air
combat training. Because the service has assumed for years that its
fighters are more capable than enemy aircraft, the U.S. pilots that
simulate the enemy, known as "red" forces, in air combat training are
required to operate under rules that constrain their combat capability.
"We have always believed that our technology was superior to everyone
else's technology, that we would fight a somewhat inferior adversary, so we
have had to supply a simulated adversary from our own resources; we call
that 'red air,'" Snodgrass said.
As a result, Air Force pilots are used to flying against an enemy whose
combat capability is deliberately limited.
"There are maneuvering limits as well as weapons employment limits, what we
believe enemy aircraft may be able to do with their weapons systems, so we
try to simulate that in our own airplane with our own weapons," Snodgrass
explained. "It becomes very complex because instead of using the airplane
the way it was designed, you now have to come up with rules of thumb that
limit what you do and cause you to not perform . . . the way we really
would want to in combat."
The Cope India exercises consisted of air combat maneuvers in which pilots
would practice their fighter tactics and fly against each other one-on-one,
as well as simulated combat scenarios. It was during this simulated combat,
which included both "offensive counterair" and "defensive counterair"
scenarios, that the Indians proved the most formidable, according to the
3rd Wing officials. In the offensive counterair scenarios, a small number
of F-15Cs would attempt to intercept an enemy strike aircraft en route to a
target that was guarded by a larger number of Indian fighters. In the
defensive counterair missions, the F-15s would attempt to defend a target
against Indian fighters.
In these offensive and defensive missions, four F-15Cs were usually flying
against 10 or 12 of the same model Indian fighter, according to Col. Greg
Neubeck, deputy commander of operations for the wing's 3rd Operations Group
and exercise director for Cope India. The 3rd Operations Group is
responsible for the 3rd Wing's flying mission.
The Indians flew a number of different fighters, including the French-made
Mirage 2000 and the Russian-made MIG-27 and MIG-29, but the two most
formidable IAF aircraft proved to be the MIG-21 Bison, an upgraded version
of the Russian-made baseline MIG-21, and the SU-30K Flanker, also made in
Russia, Neubeck said. He emphasized the fact that U.S. forces were always
outnumbered in these scenarios, but said the missions proved more difficult
than expected.
"What we faced were superior numbers, and an IAF pilot who was very
proficient in his aircraft and smart on tactics. That combination was tough
for us to overcome," Neubeck said.
One reason the Indian pilots proved so formidable is that their training
regimen does not include a concept of "red air." Instead, "they fly pretty
much blue-on-blue . . . [a] full-up airplane with no restrictions against
somebody else's airplane with no restrictions, and that leads to more
proficiency with your aircraft," Neubeck said.
In addition to reinforcing the need for the F/A-22, therefore, Cope India
demonstrated that the service might be able to immediately improve its air
combat capability by changing the way Air Force pilots train.
"The Air Force is re-examining, from what I can understand, our concept of
red air and how we might be able to provide red air to our fighter forces
so that we get [the best] training we can afford," Snodgrass said.
Neubeck said the service probably needs to "take off the handcuffs that we
put on our red air training aids and allow them to be more aggressive and
make the red air tougher than we have in the past."
Although India is a friendly nation, the lesson of Cope India is that
almost any nation could surpass the United States' air combat capability if
the Pentagon does not continue to invest in better training and technology,
the Elmendorf officials said. At last count, for example, there were over
5,000 MIG-21s active in air forces around the world, Snodgrass said. Even
American fighters, such as Boeing's F-15, are being sold in upgraded
versions to countries around the world.
"I believe what this demonstrates is that the capacity exists out there for
any nation with the appropriate resources and the will to acquire
technology and to train their aircrews to be very, very capable," said Col.
Russ Handy, commander of the 3rd Operations Group. "In the long term this
could occur in nations outside of the Indian Air Force."
The Air Force will get another chance to test its capabilities against the
Indians in July, when the IAF will bring its Jaguar fighter-bomber aircraft
to Eielson AFB, AK, for the Cooperative Cope Thunder exercise. The 3rd Wing
officers said their pilots had not yet flown against an Indian-piloted
Jaguar.
-- Hampton Stephens
Message 7
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| Subject: | Re: Dynon Avionics Stuff |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
Gus Fraser wrote:
> An accelerometer will only register when a change in velocity exists. A
> rate gyro will continue to indicate in a constant rate rotation where the
> acc will not.
>
> Anyway to provide horizon information you need a vertical gyro. A vertical
> gyro measures movement around a fixed point.
And the current crop of AHRS use three rate gyros with three accelerometers to
identify the vertical to simulate the vertical and heading gyros.
> Today laser gyros are coming
> down in price so I think they will be using those. My understanding of
> laser gyros is limited but Imagine a very long coil of fiber. Now center
> tap it and fire a laser toward the ends. If both pulses arrive at the same
> time it was not moving if there is a time difference then this will be
> proportional to the rate of movement. Integrate this once to get the speed
> of movement and twice to get the distance moved.
Actually they use the two loops to form a Michaelson-Morley interferometer and
count interference fringes to determine rotation rate rather than measuring time.
This also allows the LASER to operate in continuous-wave (CW) mode which
simplifies the electronics. The longer the fiber ring, the more sensitive it
is.
Here is the site for the company that has the most cost effective Fiber Optic Gyros (FOGs) I have found. This is what I was planning to use. http://www.kvh.com/FiberOpt/index.asp
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 8
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| Subject: | Re: Dynon Avionics Stuff |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
Frank Haertlein wrote:
> I suspect that most attitude indicating systems today that use
> accelerometers or gyros have a degraded accuracy related to time in
> operation since the initial reference was set.
That is correct.
> I'm curious as to how Blue Mountain and others provide correction
> signals to keep accuracy at usable levels. Do you have to
> periodically reset these systems while maintaining straight and level
> flight?
You can get hints from a number of sources including the accelerometers to find
the gravity vector, the GPS to provide position, rate, and track info, and a
magnetometer to measure the magnetic field vector. All of these go into providing
a correction factor for the inertial reference platform. If the vector sum
of the accelerometers equals 1G, it is pretty safe to say that the sum is pointing
to the gravity vector. Now you have absolute orientation information.
You don't need it for very long in order to provide a correction signal. Likewise
a three-axis magnetometer will tell you the direction of the earth's magnetic
field so you can calculate magnetic heading regardless of whether the wings
are level or the aircraft is in accelerated flight. The software corrects
for dip error and there is no acceleration error as with mechanical compasses.
And while the IFOGs are really nice, it turns out that if you don't really need
an inertial reference platform that will operate independently for a long period
of time, the solid-state rate gyros will do the job very nicely.
When I was designing my EFIS I had a design goal that the inertial reference platform
would provide sufficient accuracy that, if I lost all external guidance
at the FAF of an ILS, the IRP would provide sufficient accuracy to safely complete
the ILS to CAT-1 minimums. That is why I was leaning toward IFOGs. And
yes it was total overkill. Still, it seemed like it would be a really cool thing
to be able to do.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 9
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--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
On Jun 23, 2004, at 11:58 PM, Yak-List Digest Server wrote:
> We have suffered regular carb ice problems in the UK whilst on the
> ground
> and at OAT's of 5c or less. Got caught once with an ever increasing
> idle RPM
> whilst taxying. When it got to the point where the RPM would not go
> below
> 60% I grabbed the carb heat and a few seconds later things returned to
> normal.
>
> Just one problem though...how do you select carb heat in flight? It is
> just
> about impossible to move the damn lever at cruise speeds!
>
> Regards
>
> Pete
> G-CBRL (83-3708)
Good to know. But why is it this only seems to happen in the UK? :)-
It also states in the manual to operate the carb heat when less than
10C (I think). Interesting about not being able to move the carb heat
at cruise...it's not an issue in the CJ.
B
Message 10
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| Subject: | Re: Dynon Avionics Stuff |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
Frank Haertlein wrote:
> --> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
>
> Brian said
>
> "you need something to establish "down" to "erect" the gyro platform"
>
> How about Ay Secant Phi ?
I am not sure what you are referring to. Sorry.
The problem is that you have rate information. When you integrate rate to get
displacement you end up with a constant factor you just don't know ahead of time.
This means that while the platform can tell you how much you have displaced
it from where it started (rotated about the X, Y, and Z axes), you don't know
where you started from so you don't know where you are now. You just know
by how much your attitude has changed. You need something that tells you your
orientation right now, even if for only a moment. Once you have that you know
how much you have displaced from that point in time. Since we live in a 1G
field, it is natural to use that as our reference for the vertical axis. This
gives me attitude in pitch and roll. If the vector sum of acceleration does
not equal 1G, then I know that the airplane is accelerating about one or more
axes and I can't use that information to provide a correction factor. Since no
airplane remains in accelerated flight continuously
eventually you get a good sample that lets you correct the platform's orientation.
If you want heading you use the magnetometer. The three-axis magnetic vector is
then projected on the horizontal plane to yield a magnetic heading. GPS gives
you position, track, and groundspeed to reset the position in real space.
Now the inertial reference platform provides short-term stabilization that is
accurate.
We do the same thing when we fly with traditional instruments (iron gyros, etc.).
We just do it for the instruments instead of letting them figure it out for
themselves. When we know we are flying straight and level we reset the vertical
gyro either with a fast-erect button (caging knob, etc.) or it has a pendulum
mechanism to always apply a slow but steady correction factor to the gyro.
As for heading, we use the DG (HI) to provide short-term information and the
magnetic compass to provide correction information when we are in straight-and-level
flight. Regardless of who does the work, the principles remain the
same.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 11
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| Subject: | Re: Dynon Avionics Stuff |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
RV_8 Pilot wrote:
> Regarding correction for drift, I believe I remember hearing/reading that
> Dynon requires the pitot-static connections be used with their system, even
> if the info is not needed. Based on this, I would guess they're using it
> somehow in their attitude code. maybe magnetic field as well. These are
> some of the "tricks" that they may have been reluctant to share with Brian.
They aren't tricks. Everybody doing this stuff already knows how to use these
inputs. It is like trying to hide someone's phone number when it is published
in the phone book. It is just silly. Dynon isn't doing anything that Blue Mountain,
Grand Rapids, Chelton, Crossbow, and others aren't already doing.
BTW, for everyone's information, I am not down on the Dynon product. I just think
that there are other, better products out there.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 12
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| Subject: | Brake cable process (for maintenance types) |
--> Yak-List message posted by: "TC Johnson" <tjohnson@cannonaviation.com>
To replace the front brake cable.
1) Purchase the following
12' or more of 1/16" Stainless Steel cable, aircraft grade (7x7), the best you
can get.
6' (for the front) of brake housing from the bike shop.
Take in your piece of SS cable to make sure it fits inside the housing.
Buy a handful of Nicopress Swages (#2 for #2 cable)
Buy 2 single shank swagable balls, (MS20664-3 I think). Grind off the sleeve so
you have just the ball. They'll float on the cable and don't get swaged.
12pak Bud Light
1 Large pack salted California Pistachios from Costco.
Karen from Aerozona Parts (623-581-6190) has all the parts, you buy them and I'll
mail them to you if you need.
2) Quickly jump up onto the wing with good wire cutters and cut the head off the
front cable.
Now. You are committed. Double check to make sure the beer cooler is plugged
in.
3) Make notes of how the whole thing is put together.
Take it all apart.
Remove the old housing and unscrew the ends from the old housing.
Clean them up, as they will be reused.
4) Remove front and rear panels where the stick boots are.
Remove the panel under the #2 cockpit right rudder pedal. Its the one with the
Phenolic pad.
Remove front seat too if you want to make it easier (you do have quick release
double ball lock pins?)
5) Swage one end of the cable (make almost no loop out of the swage, git it in
there good and tight).
Thread on that bead looking ball you just ground the sleeve off of.
Screw the cable housing terminals onto the new cable, they fit perfectly.
6) Reassemble just as it was before.
It's a PITA to get the new cable through the Brake Valve arm.
Work the cable from the back to the front.
you'll have plenty of cable if you get the cable fouled up, just trim and repeat.
Asssemble all the back seat parts with the housing adjust at a nearly minimum value.
It's also a PITA to work the new housing up through the spar, I think I got lucky
when I did it.
Work the thing to the front without tight bends, leave room for movement.
It's a bit of a PITA to get the front works put together as you will have to get
it all assembled.
Assemble all pieces including the little loop arm piece from the handle, then
the little ball, then the swage, then swage it with your left foot and your belly
as your left and right hands will be trying to squeeze that little bastard
cable down while the stick keeps bumping you in the head and the rudder cable
you are sitting on just gave you a most special wedgie!
BillBlackwell did it for me, got it first time, don't think he got lucky, he's
done it before.
Assemble tighten test, vacuum out the shit you dropped in there and the old tools.
Test test test and enjoy.
I'm sure I missed some steps but it's pretty easy to to.
Results are dramatic. It feels like hydraulic power assist.
Tj
Message 13
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| Subject: | Champion 14mm plugs, plug adapters and CJ-6 Brake handles for |
sale
--> Yak-List message posted by: Patrick Scofield <patrick@designworx.com>
Gent's
I am clearing up some stuff in boxes.
I have a complete set of champions and 14mm thread adapters. I've run
them for about 80 hours (I wen't back to Russian massives rather than
finewire), Just pressure tested and cleaned them and found 4 of the 18
to be questionable. Will send them all.
I also have 2 replacement titanium brake handles, with a serrated grip
texture. One I used for a couple of years, theother I never installed.
I've gone to a L-39 Stick grip arrangement and don't foresee needing
these again.
If interested in either, email me a reasonable offer.
Best Regards,
Patrick Scofield
President
Concept Designworx, Inc.
2550 N Thunderbird Circle
Suite #302
Mesa, AZ 85215
USA
Bus. 480-968-4125
Fax. 480-968-4126
Message 14
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| Subject: | MTV-3 Propellor for sale--Again |
--> Yak-List message posted by: Patrick Scofield <patrick@designworx.com>
Gents,
Someone committed to buy the prop and backed out, so I am listing it
again.
An MTV-3 Prop (German) 160 hrs. total timel, $5,000 USD firm, Spinner
and and M-14 hub adapter not included,
FOB my hangar at FFZ (Mesa, AZ), the propellor is crated but I will
need the crate back as it ain't mine.
Details:
The Propellor Log states that it is an MTV-3-B-C/L250-21 Hub Serial
#96005, With Blade set #'s
MI-6431, MI-6432, MI-6433
In an enquiry with MT propellor in Germany I had a couple of months
ago, they advised me of an AD on the prop hub. They also informed me
that if I didn't want to hassle with regular 50 hour inspections I
could buy a new hub assy for $1,400 US. The personI got the prop from
tells me the AD has been complied with and that he flew the prop. Their
is no log indication of this however, so I can't represent this fact.
Hence the lower price.
Patrick Scofield
President
Concept Designworx, Inc.
2550 N Thunderbird Circle
Suite #302
Mesa, AZ 85215
USA
Bus. 480-968-4125
Fax. 480-968-4126
Message 15
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| Subject: | Champion 14mm plugs, plug adapters and CJ-6 Brake handles |
for sale
--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Pat,
Give the brake handles to Bill and tell him to put them in the ditty box in
the new CJ. I'll install them later myself. Send me a email with the
charges. Hope to see you soon as the Feds just registered the CJ!!
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Patrick
Scofield
Subject: Yak-List: Champion 14mm plugs, plug adapters and CJ-6 Brake
handles for sale
--> Yak-List message posted by: Patrick Scofield <patrick@designworx.com>
Gent's
I am clearing up some stuff in boxes.
I have a complete set of champions and 14mm thread adapters. I've run
them for about 80 hours (I wen't back to Russian massives rather than
finewire), Just pressure tested and cleaned them and found 4 of the 18
to be questionable. Will send them all.
I also have 2 replacement titanium brake handles, with a serrated grip
texture. One I used for a couple of years, theother I never installed.
I've gone to a L-39 Stick grip arrangement and don't foresee needing
these again.
If interested in either, email me a reasonable offer.
Best Regards,
Patrick Scofield
President
Concept Designworx, Inc.
2550 N Thunderbird Circle
Suite #302
Mesa, AZ 85215
USA
Bus. 480-968-4125
Fax. 480-968-4126
Message 16
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| Subject: | Re: MTV-3 Propellor for sale--Again |
--> Yak-List message posted by: Rick Basiliere <discrab@earthlink.net>
Time since overhaul, please? I understand 72 months and 500 hrs unless flown Unlimited
the 100 hrs, I believe, and overhaul is approx $4k.
Spinner not included?
Thanks, Rick
-----Original Message-----
From: Patrick Scofield <patrick@designworx.com>
Subject: Yak-List: MTV-3 Propellor for sale--Again
--> Yak-List message posted by: Patrick Scofield <patrick@designworx.com>
Gents,
Someone committed to buy the prop and backed out, so I am listing it
again.
An MTV-3 Prop (German) 160 hrs. total timel, $5,000 USD firm, Spinner
and and M-14 hub adapter not included,
FOB my hangar at FFZ (Mesa, AZ), the propellor is crated but I will
need the crate back as it ain't mine.
Details:
The Propellor Log states that it is an MTV-3-B-C/L250-21 Hub Serial
#96005, With Blade set #'s
MI-6431, MI-6432, MI-6433
In an enquiry with MT propellor in Germany I had a couple of months
ago, they advised me of an AD on the prop hub. They also informed me
that if I didn't want to hassle with regular 50 hour inspections I
could buy a new hub assy for $1,400 US. The personI got the prop from
tells me the AD has been complied with and that he flew the prop. Their
is no log indication of this however, so I can't represent this fact.
Hence the lower price.
Patrick Scofield
President
Concept Designworx, Inc.
2550 N Thunderbird Circle
Suite #302
Mesa, AZ 85215
USA
Bus. 480-968-4125
Fax. 480-968-4126
Message 17
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| Subject: | Re: Dynon Avionics Stuff |
--> Yak-List message posted by: Francis Butler <francis_butler@msn.com>
Sorry if this is a repeat.....I am having problems sending email with my
provider. This is a test......msn.com sucks
FB
I am flying with a Dynon in my RV8. Have 50 hours on the unit now. Thus
far it has worked great. I do not have the external sensor for the magnetic
direction readout so that part is unreliable. Everything else has been spot
on. The attitude indication is very smooth and doesn't loose a beat when
doing aerobatics (basic loops/rolls). Altitude readout and airspeed
readout are also very accurate. For 2 grand it can't be beat, but I
wouldn't use it for an IFR primary instrument.
F. Butler
Yak 50
RV-8
On 6/23/04 9:50 AM, "Brian Lloyd" <brianl@lloyd.com> wrote:
> --> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
>
> Jeff Linebaugh wrote:
>
>> I have been looking at the Blue Mountain and Dynon stuff too...
>>
>> Why did you give the thumbs down to the Dynon set up? I am not
>> looking to spend big buck on a large display...just something to give
>> me heading and attitude. The Blue Mountain EFIS Light and the Dynon
>> unit look comparable to me...but I am not a "sparky"... can you shed
>> some light on why the Blue Mountain EFIS Light would be superior to
>> the Dynon?
>
> In my case, it was mostly what I was unable to find out about the Dynon. They
> were not particularly forthcoming about how they make their system work, what
> gyros they use, algorithms, etc. Add to that how long it took them to come
> out with a working system and the minuscule size of the display and I just
> didn't get a good feeling.
>
> Conversely Greg Richter of Blue Mountain Avionics openly exchanged email,
> invited me down, picked me up at the airport, and then spent several hours
> going into detail of how he has designed and built his units. I know what he
> has used and how he has used it. This gave me a much higher degree of
> confidence in Blue Mountain.
>
> I also spoke at length with a shop that sells and installs the various EFIS
> systems for experimental aircraft. The gentleman who runs the shop spoke
> highly of Grand Rapids, Blue Mountain, and Chelton. (Actually he spoke
> positively about others but I forget which ones at this point in time.) He
> did speak negatively about the Dynon EFIS-D10. I feel this is important as he
> has field experience with the various devices.
>
> Knowing how much the good gyros cost, I don't see how the Dynon EFIS-D10 can
> have good gyros. It probably works but it isn't an instrument I would trust
> to fly IFR behind. And what good is a backup instrument if you can't trust it
> to be right?
>
> OTOH, if you plan to have a VFR-only airplane that does have the ability to
> keep you right-side up for a descent through clouds in an emergency, maybe the
> Dynon is sufficient. Back it up with standard pitot-static instruments and a
> needle ball and you can survive a failure of the primary EFIS.
>
Message 18
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--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
I heard from a fellow WB squadron member down here in FLA
that is looking to trade his clean '57 Bonannza for a CJ.
The "bananna" has an updated panel and 23 SMOH IO-470 by
Zephyrhills, a respected shop here in Florida. Any takers?
Craig Payne
Message 19
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--> Yak-List message posted by: michael.beach@ps.ge.com
Dear all I'm currently over hauling a CJ' 6 and I'm missing the
compass mount, not the bit on the dash but the actual compass mount.
I have spoken to Doug Sapp and he is unable to assist so I thought I
would approach the every one on the Yak list.
If any can assist please let me know.
Kind regard
Michael
Message 20
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| Subject: | Re: Grand Rapids Engine Monitor |
--> Yak-List message posted by: FamilyGage@aol.com
Brian,
Yes, they have come out with a nine cylinder model with CHT and EGT. Both 14
and 24 volt models also available.
Ray Gage
Message 21
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--> Yak-List message posted by: "TC Johnson" <tjohnson@cannonaviation.com>
I recently removed the adjustable oil cooler door from my Yak altogether.
My oil temps were never unreasonable, but the temps are better now.
Living in Arizona desert during 112f ambient temerature days, we can get pretty
high oil temps.
With the door removed, the temps don't seem to get quite as high as they did before.
Also the oil temps seems to "recover" to a lower level more quickly now.
Worth a try for anyone in hot climates or that has oil temp issues.
YMMV
Of course I'd never actually recommend you fly with any part of the airplane not
installed. . .
Tj
Message 22
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--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
Although I have a Yak 52 this may be of use to you. I took my Russian wet
compass out as I wanted to fit the indicator for my Angle of attack
indicator there. I made a bracket and mounted it at the peak of the front
canopy. One word of warning, figure out if you want to read the compass with
the canopy open or closed. When I did the compass swing it was a HOT day so
I did it with the canopy open. When flying in the winter the compass
appeared to be out, Duhhhho!
Rather the de-flux my canopy rail I just open the hood when I need top read
the compass.
I can send pictures of the installation if you are interested.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of
michael.beach@ps.ge.com
Subject: Yak-List: COMPASS MOUNT
--> Yak-List message posted by: michael.beach@ps.ge.com
Dear all I'm currently over hauling a CJ' 6 and I'm missing the
compass mount, not the bit on the dash but the actual compass mount.
I have spoken to Doug Sapp and he is unable to assist so I thought I
would approach the every one on the Yak list.
If any can assist please let me know.
Kind regard
Michael
Message 23
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| Subject: | Re: COMPASS MOUNT |
--> Yak-List message posted by: CHAD FELDPOUCH <1pouch@sbcglobal.net>
DID YOU TRY CARL HAYS AT 858-292-7222 . HE HAS THEM FOR $ 25.00 EACH.
CHAD...
michael.beach@ps.ge.com wrote:
--> Yak-List message posted by: michael.beach@ps.ge.com
Dear all I'm currently over hauling a CJ' 6 and I'm missing the
compass mount, not the bit on the dash but the actual compass mount.
I have spoken to Doug Sapp and he is unable to assist so I thought I
would approach the every one on the Yak list.
If any can assist please let me know.
Kind regard
Michael
Message 24
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--> Yak-List message posted by: michael.beach@ps.ge.com
Thanks Gus If you could send a Picture it would be appreciated.
Michael
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Gus Fraser
Subject: RE: Yak-List: COMPASS MOUNT
--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
Although I have a Yak 52 this may be of use to you. I took my Russian wet
compass out as I wanted to fit the indicator for my Angle of attack
indicator there. I made a bracket and mounted it at the peak of the front
canopy. One word of warning, figure out if you want to read the compass with
the canopy open or closed. When I did the compass swing it was a HOT day so
I did it with the canopy open. When flying in the winter the compass
appeared to be out, Duhhhho!
Rather the de-flux my canopy rail I just open the hood when I need top read
the compass.
I can send pictures of the installation if you are interested.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of
michael.beach@ps.ge.com
Subject: Yak-List: COMPASS MOUNT
--> Yak-List message posted by: michael.beach@ps.ge.com
Dear all I'm currently over hauling a CJ' 6 and I'm missing the
compass mount, not the bit on the dash but the actual compass mount.
I have spoken to Doug Sapp and he is unable to assist so I thought I
would approach the every one on the Yak list.
If any can assist please let me know.
Kind regard
Michael
Message 25
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--> Yak-List message posted by: michael.beach@ps.ge.com
Thanks Chad gave him a call and they don't have one.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of CHAD FELDPOUCH
Subject: Re: Yak-List: COMPASS MOUNT
--> Yak-List message posted by: CHAD FELDPOUCH <1pouch@sbcglobal.net>
DID YOU TRY CARL HAYS AT 858-292-7222 . HE HAS THEM FOR $ 25.00 EACH.
CHAD...
michael.beach@ps.ge.com wrote:
--> Yak-List message posted by: michael.beach@ps.ge.com
Dear all I'm currently over hauling a CJ' 6 and I'm missing the
compass mount, not the bit on the dash but the actual compass mount.
I have spoken to Doug Sapp and he is unable to assist so I thought I
would approach the every one on the Yak list.
If any can assist please let me know.
Kind regard
Michael
Message 26
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--> Yak-List message posted by: "jay reiter" <jmreiter@adelphia.net>
Tom have you checked the CDL ( Configuration Deviation List) Chapter 52 doors.
It is after the last chapter of the MEL (Minimum Equipment List).
Message 27
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--> Yak-List message posted by: "jay reiter" <jmreiter@adelphia.net>
The last message was an in joke. It is not unheard of for aircraft to fly without
parts. A B747-400 can fly with a winglet or a Flap Track Cover (canoe) both
major size components.
Message 28
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--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Send pics.
Ernie
----- Original Message -----
From: <cpayne@joimail.com>
Subject: Yak-List: CJ Wanted
> --> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
>
> I heard from a fellow WB squadron member down here in FLA
> that is looking to trade his clean '57 Bonannza for a CJ.
> The "bananna" has an updated panel and 23 SMOH IO-470 by
> Zephyrhills, a respected shop here in Florida. Any takers?
>
> Craig Payne
>
>
Message 29
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| Subject: | Re: Grand Rapids Engine Monitor |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
FamilyGage@aol.com wrote:
> --> Yak-List message posted by: FamilyGage@aol.com
>
> Brian,
> Yes, they have come out with a nine cylinder model with CHT and EGT. Both 14
> and 24 volt models also available.
I know they have a 9 cylinder model but they did it by taking their 6 cylinder
model and assigning three CHT channels to three more EGT channels. It has 9xEGT
both only 3xCHT. Since I consider CHT to be more important than per-cylinder
EGT in a radial engine with a supercharger, this seems mighty backward to me.
No, I really want a system with 9xCHT and 9xEGT if I can get it.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 30
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| Subject: | Dynon Avionics Stuff |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Bryan
Imagine you have a randomly oriented, accelerometer stabilized,
non-moving, inertial platform. Once level, remove the accelerometer
correction signals and any gyro correction signals that take care of
precession. The platform will now "find" or tilt in the northern
direction. Of course you need to tell the platform what hemisphere you
are in (GPS corrections here?) After a period of time what you wind up
with is an acceleration signal in the Y axis proportional to latitude
and the direction of true north. This is Ay Secant Phi as I know it.
What you have now is a correction signal amplitude proportional to
latitude that can be used to keep the platform stable and earth
referenced over time using the gyro signals combined with the correction
for latitude. Call it an initial reference point if you will. The
platform now knows true north and you have max output from one gyro and
min out from the other. Measured outputs from the gyros can thus be used
to keep the platform level with earth allowing you to use accelerometer
signals for pure acceleration measurements in the X, Y and Z plane.
Rather than a mechanical system (iron gyros slaved for keeping level)
all this can exist in software.
One could use those same accelerometer signals to calculate position,
and thus the correction signal amplitude required for maintaining a
stable platform independent of GPS position information used for
normally correcting the system. Provide GPS corrections and software
lookup tables with known quantities of correction signals required for
your latitude and you have a self correcting system platform. In the
event of a failure of GPS, corrections to the system could be calculated
based on current measurements of speed and direction to provide
correction signals accurate to within some specified period of time and
accuracy level.....probly enough to get you on the ground safely in IMC
within a set period of time if it's implemented correctly.
I understand this may be an oversimplification but I hope it gets the
idea across. Your critique is welcome.
Frank
N911OM
YAK-52
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Brian Lloyd
Subject: Re: Yak-List: Dynon Avionics Stuff
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
Frank Haertlein wrote:
> --> Yak-List message posted by: "Frank Haertlein"
> --> <yak52driver@earthlink.net>
>
> Brian said
>
> "you need something to establish "down" to "erect" the gyro platform"
>
> How about Ay Secant Phi ?
I am not sure what you are referring to. Sorry.
The problem is that you have rate information. When you integrate rate
to get displacement you end up with a constant factor you just don't
know ahead of time. This means that while the platform can tell you how
much you have displaced it from where it started (rotated about the X,
Y, and Z axes), you don't know where you started from so you don't know
where you are now. You just know by how much your attitude has changed.
You need something that tells you your orientation right now, even if
for only a moment. Once you have that you know how much you have
displaced from that point in time. Since we live in a 1G field, it is
natural to use that as our reference for the vertical axis. This gives
me attitude in pitch and roll. If the vector sum of acceleration does
not equal 1G, then I know that the airplane is accelerating about one or
more axes and I can't use that information to provide a correction
factor. Since no airplane remains in accelerated flight continuously
eventually you get a good sample that lets you correct the platform's
orientation.
If you want heading you use the magnetometer. The three-axis magnetic
vector is then projected on the horizontal plane to yield a magnetic
heading. GPS gives you position, track, and groundspeed to reset the
position in real space. Now the inertial reference platform provides
short-term stabilization that is accurate.
We do the same thing when we fly with traditional instruments (iron
gyros, etc.). We just do it for the instruments instead of letting them
figure it out for themselves. When we know we are flying straight and
level we reset the vertical gyro either with a fast-erect button (caging
knob, etc.) or it has a pendulum mechanism to always apply a slow but
steady correction factor to the gyro. As for heading, we use the DG
(HI) to provide short-term information and the magnetic compass to
provide correction information when we are in straight-and-level flight.
Regardless of who does the work, the principles remain the same.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
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