KR> Random thoughts about techknowlegy in an airplane
Just a thought on WIFI 'confusion'... Would it make sense to have a WiFi AP in your plane (run an infrastructure network vs ad-hoc), if you have lots of WIFI stuff bouncing around, as opposed to using ad-hoc WiFi? That might help get some of the RF chaos under control... On Mon, Feb 1, 2016 at 2:26 PM, Jeff Scott via KRnet wrote: > As simple as the KR seems to be, if I go for a month with only flying the > SuperCub and not the KR, it seems like I'm just too dumb and slow to be in > the KR. I have a common list of mistakes that I seem to make over and > over, all of which could be addressed if I used a simple checklist. > > As for the WiFi connection between the iFly and the Skyguard, I find the > wifi gets confused if there are other wifi signals around, so sometimes it > won't connect to the Skyguard until I am away from other signals. Then I > often times have to go back to the network setup screen to get it to > connect. It's a distraction that I don't need, but happens occasionally. > > -Jeff Scott > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
KR> Random thoughts about techknowlegy in an airplane
As simple as the KR seems to be, if I go for a month with only flying the SuperCub and not the KR, it seems like I'm just too dumb and slow to be in the KR. I have a common list of mistakes that I seem to make over and over, all of which could be addressed if I used a simple checklist. As for the WiFi connection between the iFly and the Skyguard, I find the wifi gets confused if there are other wifi signals around, so sometimes it won't connect to the Skyguard until I am away from other signals. Then I often times have to go back to the network setup screen to get it to connect. It's a distraction that I don't need, but happens occasionally. -Jeff Scott ? ?
KR> Random thoughts about techknowlegy in an airplane
Joe Horton wrote:
>> Besides the thoughts of being behind the information curve I have
these fears of the issues that Mark L. is going through now and that is
losing the entire glass panel to some malfunction. <<
Yep, my iEFIS failed to come to life when I turned it on to return home
from a flight to my father's farm a few weeks ago, despite having power
and backup power as well. Consider being 250 miles from home, and
suddenly you have no engine info, such as RPM, oil pressure, oil temp,
CHTs, EGTs, barometric altitude or airspeed, transponder encoder, or
fuel consumption or level. I still had the iFLY 720 GPS and Foreflight
on the iPhone (if I needed it), but flying back home with no engine info
was a sobering thought, not to mention issues with several FARs, I'm
sure. A few days later it was just fine, so now I have an intermittent
problem that's waiting to bite me again.
And yes, I too have designed a new panel, using an iPad, iFLY 720, GRT
EIS ("old reliable"), ECO autopilot, and 3.125" altimeter and airspeed
indicator. I don't like having all my eggs in one flaky basket...
Mark Langford
ML at N56ML.com
http://www.n56ml.com
KR> Random thoughts about techknowlegy in an airplane
And that is the reason that my panel looks like this plus the IFLY on my
tablet and IFLY on my cell phone.
Original Message
Subject: Re: KR> Random thoughts about techknowlegy in an airplane
From: Mark Langford via KRnet
List-Post: krnet@list.krnet.org
Date: Mon, February 01, 2016 8:22 pm
To: n357cj , KRnet
Cc: Mark Langford
Joe Horton wrote:
>> Besides the thoughts of being behind the information curve I have
these fears of the issues that Mark L. is going through now and that is
losing the entire glass panel to some malfunction. <<
Yep, my iEFIS failed to come to life when I turned it on to return home
from a flight to my father's farm a few weeks ago, despite having power
and backup power as well. Consider being 250 miles from home, and
suddenly you have no engine info, such as RPM, oil pressure, oil temp,
CHTs, EGTs, barometric altitude or airspeed, transponder encoder, or
fuel consumption or level. I still had the iFLY 720 GPS and Foreflight
on the iPhone (if I needed it), but flying back home with no engine info
was a sobering thought, not to mention issues with several FARs, I'm
sure. A few days later it was just fine, so now I have an intermittent
problem that's waiting to bite me again.
And yes, I too have designed a new panel, using an iPad, iFLY 720, GRT
EIS ("old reliable"), ECO autopilot, and 3.125" altimeter and airspeed
indicator. I don't like having all my eggs in one flaky basket...
Mark Langford
ML at N56ML.com
http://www.n56ml.com
___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
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please see other KRnet info at http://www.krnet.org/info.html
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KR> Random thoughts about techknowlegy in an airplane
Information overload can kill you. My first few hours of flying lessons were something like that. Fly first, other stuff as time permits. -- Wayne DeLisle Sr.
KR> Random thoughts about techknowlegy in an airplane
Hi Guys, ?? ?After spending the first 7 years of flying N357CJ 3 to 5 times a week the past 3 years for a number of reasons has reduced my activity to sometimes once a month. Having a recent stint of being on the ground for about 5 weeks I took an afternoon to get some photos of our companies construction sites. While I was very comfortable flying, and operating the plane was very natural keeping up with, let alone being ahead of the curve while observing or using the items available to me in my cockpit was eye opening and even staggering. I have some relatively new items that I am not as familiar with as I thought I was. I installed a Ifly 740 along with the SkyGuard ADS-B in and out last summer. I have had the Dynon D10A and the Grand rapids EIS for years. I also have the auto pilot servos installed and they operate perfectly. I also have most of the normal steam gauges. This just gives some idea of the information (overload) that is available to me. ?? This is all fine and manageable when flying regular and using everything. Time seems to be my enemy now at my age. SO here some of the ways things can get away from ya. I recently did some repair work in that I replaced a number of sensors to the EIS and also added the arduino data logger to the panel for downloads to the computer. BTW this is not a horror story just food for thought. So, Run up and take off are uneventfull and I spent more time that I should have watching the EIS. I was not processing the information very quickly while still trying to evaluate the operation of new sensors. I leveled at altitude and turned on course to the first photo site. I just happened to glance at the moving map and noticed the mode C ring on the map. It was there that mistake #1 was discovered I still had the transponder set to standby. I got that on as I crossed the ring on the map. ?Now in the back of my head the notion creeps in of what else didn't I do As I am flying along and there are other aircraft in the pattern and ?out there I see that there are no displays on the ADS-B screen. Now the distraction starts to find out why. The indicator light says it has power and is operating so I start messing with the screen. Well I better set altitude hold so I don't screw up ?and run into something. OK, done, now back to the ADS-B. Why am I going so fast??? OH,yea, Throttle back and set mixture, OK done, back to that ADS-B thing again. No, ?wait what about those engine readings, now how did that get on the wrong screen. A another minute of fixing and checking. I did look out the window to make sure there wasn't anyone near me off and on but I doubt that my scan was the best. Oh wait another thing did I set the baro on the dynon? The thing that is holding my altitude. OK that fixed and at a safe altitude. Now where is that first photo site yep there it is a mile or 2 behind me. Check for traffic and circle back. Take some photos while circling the site (on altitude hold). ??OK give up on the ADS-B problem... better to fly and look out...Although at this point I figured it was something to do with the WIFI connection. So on it went much the same for another 20 minutes of picture taking and running behind checking instruments and doing the visuals out the window. There were things that I never did think of or check. Like the wind aloft. I had no idea whether I was in a head wind, or cross for drift even though it is right there on the Dynon with an arrow and wind speed. Exhaust span never got set up and manifold pressure was not checked. Carb temp was unknown, but I rarely worry about it as the air is taken from the cowl anyway. ?? ?After a couple days to reflect I decided to recommit to flying more regularly and make some of it just for practice. On Saturday I took another flight just to that purpose. I concentrated on the Ifly 740 and the ADS-B. I did not have near the amount of mistakes and found time to get used to looking exactly where traffic was to be as shown on the screen. I found that my vision allowed me to find traffic no further away than 8 miles even though I knew where it was and where it was going. I found that I was still behind with throttle and mixture when setting up for cruise. I lost track of fuel management which came to the forefront near the end of the flight when the main fuel gauge decided to act up for the first time ever. I realized in an instant that I had not reset the fuel totalizator in the fuel flow page. So I did not have a secondary fuel remaining (at least not accurate) ?? ?I have virtually every instrument that a person could want in one form or another and several with back ups. Making sure everyone is set up properly before each flight is the first key. The dynon has a check list page that I have never set up. I think that will be the next thing I do is to create a page just to verify that I have all settings checked before a flight in all instruments. ?? ?Besi
