REFLECTOR:
RE: Reflector Digest, Vol 20, Issue 53 - Pmag availability
Mark Riley
anriley at comcast.net
Wed Jan 25 17:47:44 CST 2006
I inquired yesterday when the Emag and Pmag for 6cylinder engines would be
available. Emag responded that they have finalized the platform for the new
6 cylinder model, were ramping up production and expected availability in
the summer. We'll see. It seems like a great product to me and I plan to use
it on my engine.
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of reflector-request at tvbf.org
Sent: Tuesday, January 24, 2006 10:50 AM
To: reflector at tvbf.org
Subject: Reflector Digest, Vol 20, Issue 53
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Today's Topics:
1. RE: ELT (Al Gietzen)
2. RE: Close Encounter (Steven Oakley)
3. Emag/Pmag Reliability? (Ron Brown)
4. Re: Close Encounter (aminetech at bluefrog.com)
5. RE: Close Encounter (Alex Balic)
----------------------------------------------------------------------
Message: 1
Date: Mon, 23 Jan 2006 22:22:42 -0800
From: "Al Gietzen" <ALVentures at cox.net>
Subject: RE: REFLECTOR: ELT
To: "'Velocity Aircraft Owners and Builders list'"
<reflector at tvbf.org>
Message-ID: <000001c620ae$9525ab30$6400a8c0 at BigAl>
Content-Type: text/plain; charset="us-ascii"
Al,
If you are going to go to the bother to install an ELT, you might want to
re-consider the 121.5/243 MHz variety. The network that monitors those is
going to be shut down fairly soon, and they don't really work, anyway.
Artex now has a 406 MHz unit that's more or less practical - see
http://www.artex.net/whatsnewartex.html
Keith Hallsten
I considered it, Kieth; but the 'old' version is good until 2009, and at the
time the $190 I paid for this one seemed like a good idea compared to the
roughly $1000.00 for the 406 MHz. I expect I'll be ready for some other
upgrades in a few years, and will do it then. And I'm sure you're right;
the 406MHz units are a more reliable way to go.
Al
_____
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Al Gietzen
Sent: Monday, January 23, 2006 3:42 PM
To: reflector
Subject: REFLECTOR: ELT
During construction of my plane I never gave much thought to the ELT
installation; thinking that I would eventually mount it somewhere behind the
vanity bulkhead. No wires to pull - no big deal.
I bought an Ameri-King AK450 a few months ago, and put it aside. I opened
it today to do the installation. It has a Remote Unit that should be
mounted in the panel, and a cable that goes to the transmitter unit. Oops;
I should have dealt with this long ago before my panel was nicely painted
and completed, and the wire bundles were covered by the nice upholstery
panels. And it needs to be installed in a specific orientation on major
structure. Hum-m-m; those places are pretty well used up.
One big concern - the instructions say that the antenna (if mounted in a
non-metallic airplane) needs a ground plane that is a minimum of 36" in
diameter! How can that be achieved?
I'm sure once I get over "Installation Shock" I can deal with this, but
suggestions will be appreciated.
I understand this can be put off until after completion of the 40 hour test
program, but it probably won't be any easier then.
Thanks,
Al
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Message: 2
Date: Mon, 23 Jan 2006 23:47:13 -0700
From: "Steven Oakley" <steven-oakley at comcast.net>
Subject: RE: REFLECTOR: Close Encounter
To: "'Velocity Aircraft Owners and Builders list'"
<reflector at tvbf.org>
Message-ID: <200601240653.k0O6rD9J021029 at dax.awpi.com>
Content-Type: text/plain; charset="us-ascii"
OK,
>I made the turn, then about 30 seconds later, the traffic was in sight.
What looked like an imminent aluminum
>shower to the controller was a plane that was actually more than two miles
a way.
So if we assume that each plane was a single engine spam can doing about
100-120knots, that's a closing speed of 200-240Knots, in reality that's
about 1 mile every 20-30 seconds, so being made aware of a conflict 40-60
seconds away is pretty close. I think if I was flying I would have felt the
controller had made a good call "turn immediately to clear traffic".
Steve.
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Ron Brown
Sent: Monday, January 23, 2006 6:29 PM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: Close Encounter
I agree. We may have the best ATC in the world, but it is still archaic
with a lot of old technology. I was flying down the Florida coast a few
years back, when ATC excitedly called traffic and commanded a hard right
turn. I made the turn, then about 30 seconds later, the traffic was in
sight. What looked like an imminent aluminum shower to the controller was a
plane that was actually more than two miles a way.
I'm looking forward to ATC and radar and mode C's transponders being
replaced by ADS-B. Then we won't have to be depending on controllers who
are working two or more frequencies, who to often tells you to stand by
while he gets on the land line to make a hand off. We had a mid air near
here a few years back between a plane on an IFR flight plan and another on
flight following colliding at 5000' over a VOR - both were in contact with
ATC.
Ronnie
------------------------------
Message: 3
Date: Tue, 24 Jan 2006 07:59:14 -0500
From: "Ron Brown" <romott at adelphia.net>
Subject: REFLECTOR: Emag/Pmag Reliability?
To: <reflector at tvbf.org>
Message-ID: <006101c620e5$faa5b040$7b19a445 at romott>
Content-Type: text/plain; charset="iso-8859-1"
I am a EAA Technical Counselor for our EAA chapter. One of our members is
building an RV-9 and had planned to use Pmags. I told him that I thought
they were still having some reliability problems. Any updates from any of
you using the Emag/Pmag?
He ran across the below note from Nick Ugolini, a LongEZ flyer.
Dear E-MAG,
After uneventful three hour cross country flight, my engine quit and would
not restart while taxing to the hangar. The Lycoming engine has a
Lightspeed Electronic Ignition and a backup P-MAG for ignition. When
tracking down the problem, I discovered I had wired both the P-MAG and the
Lightspeed to a shared common negative ground point. The ground connection
was corroded thus allowing no ships power to flow to either ignition system.
After reflecting on my trip, I realized that at some point in the flight the
power had simultaneously failed to both ignition systems. I had flown at
least two hours completely unaware the P-Mag was my only source of ignition.
Unlike the roughness of my previous magneto, the P-MAG causes no change in
smoothness or sense of lost power. The engine quit only after the engine
rpm was reduced to a point where the P-MAG could no longer supply its own
internal power (per design).
With absolute certainty, I fully credit your P-MAG for saving my plane and
most likely my life.
Sincerely,
Nick Ugolini
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Message: 4
Date: Tue, 24 Jan 2006 10:10:25 -0500 (EST)
From: <aminetech at bluefrog.com>
Subject: Re: REFLECTOR: Close Encounter
To: <reflector at tvbf.org>
Message-ID:
<1686.201.192.2.33.1138115425.squirrel at webmail.bluefrog.com>
Content-Type: text/plain; charset=iso-8859-1
Ditto for me. Flying over DFW at 11,500,heading east, I was on FF in
contact with regional. Out of nowhere comes a jet headed right for me.
All I had time to do was say, "6Q has traffic at 2 and it's going to be
close". Then regional contacted the jet who replied that he was in the
process of responding to a TA. I'd like think that I made a decision to
do nothing because the jet was aware of me and was avoiding me, but the
truth is I didn't have time to make a decision. It was over before I
could say "OH S*#%". In less than a minute 2 other jets came from the
same direction (it was a busy IFR route and there are many of them going
through DFW). It's hard to believe that the controller missed that one.
Or did he decide that since both me and the jet were maintaining altitude
that it wasn't a factor? Anyway, check that your altimiter is accurate,
that your pressure setting is correct and don't even THINK about changing
altitude near a busy IFR route.
John
>
> Don't count on trafic following or the tower to keep
> others away or even inform you of trafic.
> The closest I been to a in air contact came on a 2 mile
> final at an airport with an active tower and approch
> control.
>
> They vectored a 737 on base to a short final to 35R when I
> was cleared for 35L.
> When you are in a 152 and you can hear the 737 above, but
> can't see it.. and more importanly wasn't told about it...
> kinda makes you not trust the guys anymore.
>
> Noel
>
> On Mon, 23 Jan 2006 11:50:56 -0700
> Scott Derrick <scott at tnstaafl.net> wrote:
>> Exactly, I was waiting for 9,500 before calling ABQ
>>center for flight following. They lost radar on the
>>inbound leg 30 minutes prior, when descending through
>>9300 in about the same location. Luke probably had me on
>>radar but thats not their area.
>>
>> I was in a T210 and the wing was blocking my view of to
>>the south. He was just coming out of that obstruction
>>when I saw him. The Velocity offers much better
>>visibility in flight.
>>
>> I am also constantly amazed at how hard it is to see
>>airplanes that are within a mile of my position when
>>traffic is quoted by ATC. I don't blame the other guy at
>>all, he looked like he was paying attention. Just looking
>>level and forward at the time. Now if he had been
>>reaching back to get a beer out of the cooler, well thats
>>another story.
>>
>> Scott
>>
>> nmflyer1 at aol.com wrote:
>>> If Scott was where I think he was (over by the twin
>>>peaks)
>>> approach(who is really poor, By the way) won't talk to
>>>you there,
>>> And Center radar can not see down that low to help.
>>>
>>> -----Original Message-----
>>> From: MikeWatsonSpg at cs.com
>>> To: reflector at tvbf.org
>>> Sent: Mon, 23 Jan 2006 10:45:04 EST
>>> Subject: Re: REFLECTOR: Close Encounter
>>>
>>> Scott,
>>>
>>> If not on an IFR flight plan, flight following is a
>>>must, provides
>>> an extra pair of eyes. Never fly VFR without it.
>>>
>>> Mike W.
>>> _______________________________________________
>>> To change your email address, visit
>>>http://www.tvbf.org/mailman/listinfo/reflector
>>>
>>> Visit the gallery! www.tvbf.org/gallery
>>><http://www.tvbf.org/gallery>
>>> user:pw = tvbf:jamaicangoose
>>> Check new archives: www.tvbf.org/pipermail
>>><http://www.tvbf.org/pipermail>
>>> Check old archives:
>>>http://www.tvbf.org/archives/velocity/maillist.html
>>> ------------------------------------------------------------------------
>>>
>>> _______________________________________________
>>> To change your email address, visit
>>>http://www.tvbf.org/mailman/listinfo/reflector
>>>
>>> Visit the gallery! www.tvbf.org/gallery
>>> user:pw = tvbf:jamaicangoose
>>> Check new archives: www.tvbf.org/pipermail
>>> Check old archives:
>>>http://www.tvbf.org/archives/velocity/maillist.html
>> _______________________________________________
>> To change your email address, visit
>>http://www.tvbf.org/mailman/listinfo/reflector
>>
>> Visit the gallery! www.tvbf.org/gallery
>> user:pw = tvbf:jamaicangoose
>> Check new archives: www.tvbf.org/pipermail
>> Check old archives:
>>http://www.tvbf.org/archives/velocity/maillist.html
>
> _______________________________________________
> To change your email address, visit
> http://www.tvbf.org/mailman/listinfo/reflector
>
> Visit the gallery! www.tvbf.org/gallery
> user:pw = tvbf:jamaicangoose
> Check new archives: www.tvbf.org/pipermail
> Check old archives: http://www.tvbf.org/archives/velocity/maillist.html
------------------------------
Message: 5
Date: Tue, 24 Jan 2006 09:49:40 -0600
From: "Alex Balic" <alex157 at pwhome.com>
Subject: RE: REFLECTOR: Close Encounter
To: "'Velocity Aircraft Owners and Builders list'"
<reflector at tvbf.org>
Message-ID: <200601241549.k0OFnYne029179 at dax.awpi.com>
Content-Type: text/plain; charset="us-ascii"
I flew a spam can into Sky Harbor about 10 years ago- the tower told me to
expedite my turnoff- by the wording used and the tone of his voice, I
decided that he wasn't kidding- so I locked up the brakes, and almost rolled
the Cessna as I turned right onto taxiway Alpha- I had not even made it to
the yellow line when a 727 shot past me on landing- I thought about
reporting it, but figured it wasn't worth the trouble- if I hadn't been able
to make Alpha and had to go to Bravo- it could have been a really bad day.
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of gattenby at tulsaconnect.com
Sent: Monday, January 23, 2006 6:37 PM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: Close Encounter
Don't count on trafic following or the tower to keep
others away or even inform you of trafic.
The closest I been to a in air contact came on a 2 mile
final at an airport with an active tower and approch
control.
They vectored a 737 on base to a short final to 35R when I
was cleared for 35L.
When you are in a 152 and you can hear the 737 above, but
can't see it.. and more importanly wasn't told about it...
kinda makes you not trust the guys anymore.
Noel
On Mon, 23 Jan 2006 11:50:56 -0700
Scott Derrick <scott at tnstaafl.net> wrote:
> Exactly, I was waiting for 9,500 before calling ABQ
>center for flight following. They lost radar on the
>inbound leg 30 minutes prior, when descending through
>9300 in about the same location. Luke probably had me on
>radar but thats not their area.
>
> I was in a T210 and the wing was blocking my view of to
>the south. He was just coming out of that obstruction
>when I saw him. The Velocity offers much better
>visibility in flight.
>
> I am also constantly amazed at how hard it is to see
>airplanes that are within a mile of my position when
>traffic is quoted by ATC. I don't blame the other guy at
>all, he looked like he was paying attention. Just looking
>level and forward at the time. Now if he had been
>reaching back to get a beer out of the cooler, well thats
>another story.
>
> Scott
>
> nmflyer1 at aol.com wrote:
>> If Scott was where I think he was (over by the twin
>>peaks)
>> approach(who is really poor, By the way) won't talk to
>>you there,
>> And Center radar can not see down that low to help.
>>
>> -----Original Message-----
>> From: MikeWatsonSpg at cs.com
>> To: reflector at tvbf.org
>> Sent: Mon, 23 Jan 2006 10:45:04 EST
>> Subject: Re: REFLECTOR: Close Encounter
>>
>> Scott,
>>
>> If not on an IFR flight plan, flight following is a
>>must, provides
>> an extra pair of eyes. Never fly VFR without it.
>>
>> Mike W.
>> _______________________________________________
>> To change your email address, visit
>>http://www.tvbf.org/mailman/listinfo/reflector
>>
>> Visit the gallery! www.tvbf.org/gallery
>><http://www.tvbf.org/gallery>
>> user:pw = tvbf:jamaicangoose
>> Check new archives: www.tvbf.org/pipermail
>><http://www.tvbf.org/pipermail>
>> Check old archives:
>>http://www.tvbf.org/archives/velocity/maillist.html
>> ------------------------------------------------------------------------
>>
>> _______________________________________________
>> To change your email address, visit
>>http://www.tvbf.org/mailman/listinfo/reflector
>>
>> Visit the gallery! www.tvbf.org/gallery
>> user:pw = tvbf:jamaicangoose
>> Check new archives: www.tvbf.org/pipermail
>> Check old archives:
>>http://www.tvbf.org/archives/velocity/maillist.html
> _______________________________________________
> To change your email address, visit
>http://www.tvbf.org/mailman/listinfo/reflector
>
> Visit the gallery! www.tvbf.org/gallery
> user:pw = tvbf:jamaicangoose
> Check new archives: www.tvbf.org/pipermail
> Check old archives:
>http://www.tvbf.org/archives/velocity/maillist.html
_______________________________________________
To change your email address, visit
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Visit the gallery! www.tvbf.org/gallery
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Check new archives: www.tvbf.org/pipermail
Check old archives: http://www.tvbf.org/archives/velocity/maillist.html
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End of Reflector Digest, Vol 20, Issue 53
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