X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 10 Oct 2007 12:23:54 -0400 Message-ID: X-Original-Return-Path: Received: from server031.serverquality.com ([75.126.12.40] verified) by logan.com (CommuniGate Pro SMTP 5.1.12) with ESMTPS id 2379371 for lml@lancaironline.net; Wed, 10 Oct 2007 10:58:36 -0400 Received-SPF: none receiver=logan.com; client-ip=75.126.12.40; envelope-from=jeff@eurocars4less.com Received: from adsl-074-168-195-063.sip.rmo.bellsouth.net ([74.168.195.63] helo=your4dacd0ea75) by server031.serverquality.com with esmtpa (Exim 4.68) (envelope-from ) id 1Ifd0S-0002C7-8Y for lml@lancaironline.net; Wed, 10 Oct 2007 09:57:52 -0500 X-Original-Message-ID: <000a01c80b4d$ede38f40$2301a8c0@your4dacd0ea75> Reply-To: From: X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] TruTrak ADI X-Original-Date: Wed, 10 Oct 2007 10:57:50 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0007_01C80B2C.6623D4F0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3138 X-ServerQuality-MailScanner-Information: Please contact the ISP for more information X-ServerQuality-MailScanner: Not scanned: please contact your Internet E-Mail Service Provider for details X-ServerQuality-MailScanner-SpamCheck: X-ServerQuality-MailScanner-From: jeff@eurocars4less.com X-Spam-Status: No X-AntiAbuse: This header was added to track abuse, please include it with any abuse report X-AntiAbuse: Primary Hostname - server031.serverquality.com X-AntiAbuse: Original Domain - lancaironline.net X-AntiAbuse: Originator/Caller UID/GID - [47 12] / [47 12] X-AntiAbuse: Sender Address Domain - eurocars4less.com This is a multi-part message in MIME format. ------=_NextPart_000_0007_01C80B2C.6623D4F0 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Dito. . . tru-trak 2 1/4 ADI with heading. . . another Great instrument, = with airspeed warning, and battery backup. Jeff Rienzi Premier Motorsports, Inc. 1001 Goodworth Dr., Ste.101 Apex, NC 27539 919-418-9000 jeff@eurocars4less.com www.eurocars4less.com ----- Original Message -----=20 From: marknlisa@hometel.com=20 To: lml@lancaironline.net=20 Sent: Wednesday, October 10, 2007 9:02 AM Subject: [LML] TruTrak ADI I think you are guys all making a mountain out of a molehill... "Misinterpretation" is possible with ANY kind of instrument, even the = tried and true gyroscopic attitude indicator That's why we are all = taught NOT to rely on any one instrument in IMC to understand what the = aircraft is doing. Assume you are flying straight and level and wish to climb. You set an = appropriate nose-up attitude on your attitude indicator, but forget to = make a power adjustment. As the speed bleeds off you continue to hold = the nose up, but the aircraft stops climbing. Now you have a nose-high = attitude which should result in a climb (that's what you expect anyway), = but the altimeter and VSI don't corroborate, and may, in fact, even be = showing a descent. Would you pull back farther -- and possibly cause a = stall -- or simply look at the airspeed indicator and engine instruments = and realize you are flying too slow with too little power to climb? The way I learned instruments the attitude indicator was NEVER the = primary control instrument for pitch -- it was airspeed. I submit knowing the actual attitude (pitch, yaw, roll) of the = aircraft isn't as important as understanding the SITUATION (attitude, = airspeed, VSI, weather, etc.). Letting a situation go far enough that you don't know exactly what the = aircraft is doing might ALWAYS result in disorientation and ham-handed, = knee-jerk reactions. In the example cited by others to condemn the = TruTrak ADI -- nose high in a descent with the ADI indicating nose low = -- a good scan would instantly orient the pilot. Additionally, TruTrak has already considered the above situation and = accounted for it. Should the pilot allow the aircraft to slow enough = such that pitch indications might not match the actual attitude of the = aircraft, the TruTrak ADI will has a programmable warning indicator that = tells the pilot to check the airspeed. For myself, I find the TruTrak ADI a fine alternative to more = expensive mechanical gyroscopic instruments. Mark Sletten ------=_NextPart_000_0007_01C80B2C.6623D4F0 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable =EF=BB=BF
Dito. . . tru-trak 2 1/4 ADI with = heading. . .=20 another Great instrument, with airspeed warning, and battery=20 backup.
 
 
 
Jeff Rienzi
Premier Motorsports, Inc.
1001 Goodworth Dr.,=20 Ste.101
Apex, NC 27539
919-418-9000
jeff@eurocars4less.com
www.eurocars4less.com
----- Original Message -----
From:=20 marknlisa@hometel.com
Sent: Wednesday, October 10, = 2007 9:02=20 AM
Subject: [LML] TruTrak = ADI

I think you are guys all making a mountain out of a=20 molehill...

"Misinterpretation" is possible with ANY kind = of=20 instrument, even the tried and true gyroscopic attitude indicator = That's why=20 we are all taught NOT to rely on any one instrument in IMC to = understand what=20 the aircraft is doing.

Assume you are flying straight and level = and=20 wish to climb. You set an appropriate nose-up attitude on your = attitude=20 indicator, but forget to make a power adjustment. As the speed bleeds = off you=20 continue to hold the nose up, but the aircraft stops climbing. Now you = have a=20 nose-high attitude which should result in a climb (that's what you = expect=20 anyway), but the altimeter and VSI don't corroborate, and may, in = fact, even=20 be showing a descent. Would you pull back farther -- and possibly = cause a=20 stall -- or simply look at the airspeed indicator and engine = instruments and=20 realize you are flying too slow with too little power to = climb?

The way=20 I learned instruments the attitude indicator was NEVER the primary = control=20 instrument for pitch -- it was airspeed.

I submit knowing the = actual=20 attitude (pitch, yaw, roll) of the aircraft isn't as important as=20 understanding the SITUATION (attitude, airspeed, VSI, weather,=20 etc.).

Letting a situation go far enough that you don't know = exactly=20 what the aircraft is doing might ALWAYS result in disorientation and=20 ham-handed, knee-jerk reactions. In the example cited by others to = condemn the=20 TruTrak ADI -- nose high in a descent with the ADI indicating nose low = -- a=20 good scan would instantly orient the pilot.

Additionally, = TruTrak has=20 already considered the above situation and accounted for it. Should = the pilot=20 allow the aircraft to slow enough such that pitch indications = might not=20 match the actual attitude of the aircraft, the TruTrak ADI will = has a=20 programmable warning indicator that tells the pilot to check the=20 airspeed.

For myself, I find the TruTrak ADI a fine alternative = to more=20 expensive mechanical gyroscopic instruments.

Mark=20 Sletten

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