X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 21 Oct 2008 21:17:08 -0400 Message-ID: X-Original-Return-Path: Received: from smtp-ext-03.mx.pitdc1.expedient.net ([206.210.69.143] verified) by logan.com (CommuniGate Pro SMTP 5.2.9) with ESMTPS id 3232221 for lml@lancaironline.net; Tue, 21 Oct 2008 09:03:48 -0400 Received-SPF: none receiver=logan.com; client-ip=206.210.69.143; envelope-from=rpastusek@htii.com Received: from dlhtpax009 (static-71-178-198-10.washdc.fios.verizon.net [71.178.198.10]) by smtp-ext-03.mx.pitdc1.expedient.net (Postfix) with ESMTPA id 3685A40186 for ; Tue, 21 Oct 2008 09:03:13 -0400 (EDT) Reply-To: From: "Robert Pastusek" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] What's the latest with Chelton?? X-Original-Date: Tue, 21 Oct 2008 09:03:00 -0400 Organization: Holmes-Tucker International, Inc. X-Original-Message-ID: <012301c9337d$5b8521f0$128f65d0$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0124_01C9335B.D47381F0" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: AckzOvBV8j/eUWVARJqOcZZjf6WEeQAO78Ig Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_0124_01C9335B.D47381F0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit John Hafen writes: What's the latest with Chelton (databases)? John, I talked to Greg Schmidt, the newly appointed Sales Manager for Chelton Non-Certified products: gschmidt@cheltonflightsystems.com, 208-389-9959/208-850-0181 cell. He's been very helpful in getting my system up and running. He advised that Chelton has arranged with Jeppesen to provide database updates for their systems, effective in January of this year. I contacted Jeppesen at www.jeppesen.com/jsum/download as he recommended, for the obstacle and chart data for my Chelton EFIS Sport. You can make a one-time update for $??, but I opted for the $490/year subscription for chart & obstruction data with 28-day updates. It's my understanding that Jeppesen notifies you when a new database is available for download, but I've only received (and successfully installed) the first update so far. BTW, it's taken me about two months to start to understand the workings and capabilities of my Chelton system and the TruTrak Digiflight II VSGV autopilot connected to it, and I some day hope to appreciate it's full capabilities. I now have complete flight path and vertical guicance for climb, cruise and descent profiles now, but it's taken a while to get there! Have not yet done this in the weather, but expect to do so as I gain confidence in the system and work out some of the "undocumented special features." For example, I originally set the minimum airspeed in the autopilot to 120 KIAS, thinking that was as slow as I wanted to be puttering around with the A/P flying the airplane. When practicing a coupled, full profile GPS approach (in the clear) to 2W6 last week, the airplane flew the complete profile like a dream, lined up on centerline, heading into a substantial cross wind with the drift perfectly killed. At about 400' in the air, the airplane nosed over and headed for the ground. Instant paddle off the a/p and pulled back up to the glide path, but I'm wondering WHAT WENT WRONG. The (now) obvious answer-the TruTrak was programmed to maintain a minimum of 120 KIAS, and when I pulled the power back to slow for landing, it computes "too slow" and pushed the nose over. Easily corrected configuration setting in the TruTrak, but would not have liked to see that for the first time in the soup! It turns out that there is a similar "min airspeed" setting in the Chelton as well, but I'd set that one to 100 KIAS.as I said, I still have some cranium work to do here. I have about 120 hours on my new IV-P, N437RP, with a Chelton Sport, TruTrak VSGV, Garmin SL-30 and SL-40 radios, and EI MVP-50 monitoring system. I am tickled pink with all of it, and wouldn't change a thing. After several months of fiddling, they are all now talking to each other, although I still have some system settings to "tweak" -like the above. If any of you have similar panel configurations, I'd love to exchange thoughts on the MULTITUDE of software configuration options! For example, I have good fuel quantity readings on the MVP-50, but have not figured out how to map the fuel quantity data correctly to the Chelton. I know this is probably trivial, but it's still "on my list." Hope this helps, and the big lesson for me: Check these things out CAREFULLY. This stuff is substantially more capable than anything I flew in the Air Force, but that also means that it has some really clever ways to really screw you! Hope this helps! Bob P ------=_NextPart_000_0124_01C9335B.D47381F0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable What's the latest with Chelton??

John Hafen writes: =          What’= s the latest with Chelton = (databases)?

John, I talked to
Greg Schmidt, the = newly appointed Sales Manager for Chelton Non-Certified products: gschmidt@cheltonflights= ystems.com, 208-389-9959/208-850-0181 cell. He’s been very helpful in getting my system up and running. = He advised that Chelton has arranged with Jeppesen to provide database updates for = their systems, effective in January of this year. I contacted Jeppesen at = www.jeppesen.com/jsum/down= load as he recommended, for the obstacle and chart data for my Chelton EFIS = Sport. You can make a one-time update for $??, but I opted for the $490/year = subscription for chart & obstruction data with 28-day updates. It’s my understanding that Jeppesen notifies you when a new database is = available for download, but I’ve only received (and successfully installed) the = first update so far.

 

BTW, it’s taken me about two months to start = to understand the workings and capabilities of my Chelton system and the = TruTrak Digiflight II = VSGV autopilot connected to it, and I some day hope to appreciate it’s full capabilities. I now have complete flight path and vertical guicance for = climb, cruise and descent profiles now, but it’s taken a while to get = there! Have not yet done this in the weather, but expect to do so as I gain = confidence in the system and work out some of the “undocumented special = features.” For example, I originally set the minimum airspeed in the autopilot to = 120 KIAS, thinking that was as slow as I wanted to be puttering around with the = A/P flying the airplane. When practicing a coupled, full profile GPS = approach (in the clear) to 2W6 last week, the airplane flew the complete profile like = a dream, lined up on centerline, heading into a substantial cross wind = with the drift perfectly killed. At about 400’ in the air, the airplane = nosed over and headed for the ground. Instant paddle off the a/p and pulled back up = to the glide path, but I’m wondering WHAT WENT WRONG… The (now) = obvious answer—the TruTrak was programmed to maintain a minimum of 120 = KIAS, and when I pulled the power back to slow for landing, it computes “too = slow” and pushed the nose over. Easily corrected configuration setting in the = TruTrak, but would not have liked to see that for the first time in the soup! It = turns out that there is a similar “min airspeed” setting in the = Chelton as well, but I’d set that one to 100 KIAS…as I said, I still = have some cranium work to do here…

 

I have about 120 hours on my new IV-P, N437RP, with = a Chelton Sport, TruTrak VSGV, Garmin SL-30 and SL-40 radios, and EI = MVP-50 monitoring system. I am tickled pink with all of it, and wouldn’t change a = thing. After several months of fiddling, they are all now talking to each other, = although I still have some system settings to “tweak” –like the = above. If any of you have similar panel configurations, I’d love to = exchange thoughts on the MULTITUDE of software configuration options! For = example, I have good fuel quantity readings on the MVP-50, but have not figured out = how to map the fuel quantity data correctly to the Chelton… I know this = is probably trivial, but it’s still “on my = list…”

 

Hope this helps, and the big lesson for me: Check = these things out CAREFULLY. This stuff is substantially more capable than = anything I flew in the Air Force, but that also means that it has some really = clever ways to really screw you!

 

Hope this helps!

 

Bob P

 

 

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